Large outboard motor including variable gear transfer case

ABSTRACT

An outboard motor for a marine vessel application, transmission devices for such an outboard motor, and related methods of making, operating, and modifying attributes of same, are disclosed herein. In at least one embodiment, the motor includes a horizontal-crankshaft engine in an upper portion of the motor, positioned substantially above a trimming axis of the motor. In at least another embodiment, first, second and third transmission devices are employed to transmit rotational power from the engine to propeller(s). In at least a further embodiment, the motor is made to include a rigid interior assembly formed by the engine, multiple transmission devices, and a further structural component. In further embodiments, the motor includes numerous cooling, exhaust, and/or oil system components, and/or other transmission features. In at least some additional embodiments, a transmission device of the motor is configured to facilitate gear ratio variation and/or includes an integrated oil pump.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. provisional patentapplication No. 61/623,530 filed on Apr. 12, 2012 and entitled “LargeOutboard Motor Including Variable Gear Transfer Case”, which is herebyincorporated by reference herein.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

N/A

FIELD OF THE INVENTION

The present invention relates to marine propulsion systems and/orrelated methods of making and/or operating such systems, and moreparticularly to outboard motors used as marine propulsion systems, aloneand/or in combination with marine vessels with respect to which thosemotors are implemented, and/or methods of making and/or operating same.

BACKGROUND OF THE INVENTION

There exist currently many types of motorized or engine-drivenpropulsion systems for boats and other marine vehicles or vessels(collectively referred to herein generally as “marine vessels”). Aninboard engine marine propulsion system for example typically involvesan engine that is situated (and supported) within the body (or hull) ofthe marine vessel and that drives a crankshaft that in turn, by way ofone or more connections, drives one or more propellers situated alongthe exterior of the hull of the marine vessel (often at the rear of thevessel). In such a design, the connections between the propellers andthe engine are all situated within the hull of the marine vessel, andthe propellers are typically fixed in their axial orientation relativeto the hull. An additional form of marine propulsion system that can beconsidered a variant of the inboard engine marine propulsion system is a“jet boat” marine propulsion system, where instead of employingpropellers along the exterior of the marine vessel, water rather isdrawn into tunnel(s) extending through hull and then pumped outward fromthose tunnels to propel the vessel.

Further for example, a pod-type marine propulsion system also employspower provided by an engine situated internally within the body (hull)of the marine vessel. However, rather than having propeller(s) axiallyfixed in relation to the hull, the propeller(s) in such a system aremounted on a pod structure extending downward beneath the hull, andpower is transmitted from the engine within the hull down beneath thehull through the pod structure and ultimately to the propeller(s)located thereon. Because a pod structure employed in a marine vesselhaving a pod-type marine propulsion system is typically rotatable abouta steering (vertical or substantially-vertical) axis of the marinevessel, such a marine vessel employing a pod-type marine propulsionsystem typically has enhanced maneuverability relative to marine vesselsemploying standard inboard engine marine propulsion systems withaxially-fixed propellers.

While all of the above-described types of marine propulsion systems havetheir merits and are well-suited for respective marine vesselapplications, each of those systems can be disadvantageous in certainrespects. In particular, in such systems, typically a number ofcomponents such as the propeller(s) remain continually in the water evenwhen the marine vessel is not in active use. Consequently, such systemsoften utilize expensive components that are designed to withstandnear-constant exposure to water. Relatedly, some components of suchsystems can be difficult to service due to their being within the wateror otherwise difficult to access.

Further, such systems typically are lacking in maneuverability to someextent. As already discussed, standard inboard engine marine propulsionsystems with axially-fixed propellers typically allow for lessmaneuverable than pod-type marine propulsion system in terms of steeringmaneuverability, particularly since axially-fixed propellers do notgenerally allow for adjustments in the direction of thrust about asteering (vertical or substantially-vertical) axis of the marine vessel.Yet all of these conventional systems are further lacking in terms ofthe ability to adjust the thrust direction up or down about anadditional trimming axis that can be understood as a horizontal (orsubstantially horizontal) axis perpendicular to both the steering(vertical or substantially vertical) axis of the marine vessel and thefront-to-rear (bow-to-stern) axis of the marine vessel. This can beproblematic particularly for marine vessels that vary considerably intheir speeds. Many marine vessel hulls are designed so that, as themarine vessel varies in speed, the angle of attack of the hull (that is,an inclination of the hull) relative to the water line changes. In suchmarine vessels, to the extent that the propulsion systems fail to allowfor thrust adjustments about the trimming axes of the marine vessels,the effectiveness of the propulsion systems in propelling the marinevessels forward through the water varies and can decline depending uponthe marine vessels' speeds and changing angles of attack.

A further variant of marine propulsion system that can address some ofthese problems is the sterndrive marine propulsion system. In such asystem, like those already described, an engine is supported within thebody (hull) of the marine vessel. However, rather than employing fixedpropeller(s) or pump(s) or the above-discussed steerable pod of apod-type marine propulsion system, an additional outboard assemblyincluding one or more propellers is mounted at (so as to extend from)the stern of the marine vessel. Thus, the driving apparatus of themarine vessel is separated into two primary parts, the engine within thehull of the vessel and the additional outboard assembly with thepropeller(s) and associated componentry.

In such a sterndrive marine propulsion system, although the outboardassembly is connected by way of one or more linkages to the output ofthe engine so that rotational power from the engine can be received atthe outboard assembly and ultimately communicated to the propeller(s) ofthe outboard assembly, the outboard assembly is mounted to the marinevessel in a rotatable manner such that the outboard assembly can notonly be steered relative to the marine vessel about a steering axis butalso can be rotated about a trimming axis (again substantiallyperpendicular to both the steering axis and the front-to-rear axis ofthe marine vessel, where substantially perpendicular can occur, forexample, when at zero trim). By virtue of this, the sterndrive marinepropulsion system not only allows for good steering maneuverability butalso allows for adjustment of the thrust direction about the trimmingaxis so as to enhance the effectiveness of the propulsion system indriving the marine vessel. Further, rotation of the outboard assemblyabout the trimming axis can allow for removal of the propeller(s) out ofthe water when not being used, such that those components need not bedesigned to withstand as much wear-and-tear from exposure to theelements, and also are easier to access for servicing.

Although sterndrive marine propulsion systems can be advantageous in theabove respects, such marine propulsion systems along with the otherinboard engine marine propulsion systems already discussed share incommon the disadvantage that, by situating the engine within the hull ofthe marine vessel, valuable space within the main body of the marinevessel is taken up. This is often disadvantageous since space within amarine vessel is often at a premium and would preferably be utilized forother purposes such as for cabin space, storage, etc. Further, theeffectiveness of a propulsion system in propelling a marine vesselforward can often be enhanced if the marine vessel's angle of attack isinclined as the marine vessel planes through the water. Yet placement ofan engine of a marine vessel within the hull of the vessel, as is thecase in all of the aforementioned types of marine propulsion systems,tends to counteract this effect. This is because the engine is often theheaviest, or one of the heaviest, portions of a marine vessel, andconsequently placement of the engine within the hull tends to reduce themarine vessel's angle of attack (or work against further increases inthat angle of attack).

Yet a further type of marine propulsion system, namely, the outboardmotor marine propulsion system, addresses some of the aforementioneddisadvantages. Like sterndrive marine propulsion systems, outboard motormarine propulsion systems include an outboard assembly that is rotatablymounted at the stern of the marine vessel with which it is associated ina manner such that the outboard assembly can be rotated both about asteering axis and a trimming axis. Thus, outboard motor marinepropulsion systems not only offer maneuverability in terms of steeringbut also offer the advantages described above with respect to sterndrivemarine propulsion systems in terms of achieving enhanced propelling ofthe boat notwithstanding changes in the angle of attack of the marinevessel, reducing the need for specialized components capable ofwithstanding the elements, and facilitating servicing.

Additionally, in contrast with sterndrive marine propulsion systems, themotor or engine of an outboard motor marine propulsion system is alsolocated on the outboard assembly itself rather than within the hull ofthe marine vessel. Such placement of the engine allows for theaforementioned disadvantages associated with inboard engine placement tobe overcome. In particular, valuable space within the hull no longerneeds to be allocated to the engine, thus freeing up that space forother uses. Also, since the weight of the engine is placed at (so as toextend behind) the stern of the marine vessel as part of the outboardassembly, the angle of attack of the marine vessel tends to be furtherincreased rather than diminished by the engine placement, thus resultingin better powering of the marine vessel.

Outboard motor marine propulsion systems also allow for additionaladvantages to be achieved as well. For example, for various reasons, theengines employed in outboard motor marine propulsion systems often canbe more efficient in design and lower in weight than inboard enginesproviding the same amount of drive power. Additionally, because theengine/motor is integrated within the outboard assembly in an outboardmotor marine propulsion system such systems tend to be robust, andremoval of the entire (or substantially the entire) driving apparatus ofthe marine vessel can be easily achieved to not only facilitateservicing of the components of that driving apparatus but alsofacilitate transporting of the driving apparatus (as well as the marinevessel, either in combination with the driving apparatus or separatetherefrom), storage of the driving apparatus, and replacement of thedriving apparatus with another driving apparatus.

Given the above advantages associated with outboard motor marinepropulsion systems, in many respects these propulsion systems are themost effective marine propulsion systems available for a wide variety ofmarine vessel applications. Even so, conventional outboard motor marinepropulsion systems are disadvantageous in one or more respects. Aboveall, there exists an ongoing demand for larger and more powerful marinevessel propulsion systems, so as to increase the speed and agility ofmarine vessels and the ease of use and excitement associated withoperating marine vessels. This demand is further heightened by thegrowth in size and weight of marine vessels themselves, particularlyyachts and other pleasure craft. Yet conventional outboard motors arelimited in terms of the power that the motors can generate and deliverto the propeller(s) of the outboard motors for driving marine vessels.Indeed conventional outboard motors have topped out, in terms of themaximum power output from a single motor, at around 350 horsepower, andimprovements in power output to get to even that level have beendifficult to achieve.

Although in some marine vessel applications these problems have been atleast partly overcome by mounting multiple (often, for example, three orfour) outboard motors on a single marine vessel so as to achieve alarger combined power, such efforts have only met with limited success.Not only can the implementation and control of multiple outboard motorsbe a costly and complicated, but also the use of multiple outboardmotors is a rather inefficient manner of achieving higher power for amarine vessel. While each additional outboard motor added to a marinevessel increases the overall driving power available for the marinevessel, the amount of increased driving power is not as large as mightbe hoped for because, in addition to outputting power, each additionaloutboard motor also increases the drag affecting movement of the marinevessel due to the interaction between that assembly and the water intowhich that assembly descends.

For at least these reasons, therefore, it would be advantageous if anadditional new or improved marine propulsion system could be developedthat, in at least some embodiments, would achieve one or more of theabove-described advantages associated with existing outboard motormarine propulsion systems and yet also would overcome entirely, or to asignificant degree, the aforementioned disadvantages associated with theuse of conventional outboard motors, and/or would achieve one or moreother advantages. Among other things, it would be desirable if a new orimproved outboard motor marine propulsion system could be developedthat, in at least some embodiments, allowed for the output ofsubstantially greater power levels than conventional outboard motormarine propulsion systems, or otherwise allowed for one or more enhancedmanners of operation or implementation of an outboard motor marinepropulsion system.

BRIEF SUMMARY OF THE INVENTION

The present inventors have recognized that vertical crankshaft engines,which are naturally suited for outboard motor applications insofar asthe crankshafts naturally are configured to deliver rotational powerdownward from the engines to the propellers situated at the bottoms ofthe outboard motors for interaction with the water, nevertheless imposeserious limits on the development of higher power systems, because thedevelopment of vertical crankshaft engines capable of achievingsubstantial increases in power output in outboard motor marinepropulsion systems has proven to be very time-consuming, complicated,and costly. Additionally, the present inventors have recognized that itis possible to implement horizontal crankshaft engines in outboard motormarine propulsion systems, and that the use of horizontal crankshaftengines opens up the possibility of using a wide variety of highquality, relatively inexpensive engines (including, for example, manyautomotive engines) in outboard motor marine propulsion systems that canyield dramatic improvements in the levels of power output by outboardmotor marine propulsion systems as well as one or more other types ofimprovements as well.

Relatedly, the present inventors have recognized one or more featuresthat, depending upon the embodiment, can be employed in the design ofoutboard motor marine propulsion systems utilizing horizontal crankshaftengines that can enhance the performance of such systems and allow formore streamlined, more efficient, and otherwise more effectiveintegration of horizontal crankshaft engines in relation to other systemcomponents. For example, in some embodiments, a three-part transmission(including, further for example, a forward-neutral-reverse transmission)can be utilized so as to deliver and allow for the delivery ofrotational power from the engine to the propeller(s). Also for example,in some embodiments, exhaust from the engine can be delivered by way ofexhaust conduit(s) to the gear assembly and out a rear hub proximate apropeller of the assembly. Further for example, in at least someembodiments, some of the water within which the marine vessel issituated can be utilized for cooling of gear portions and/or for coolingthe engine itself, via a heat exchanger. Also for example, the mountingsystem by which the outboard motor is attached to the marine vesselitself can have one or more particular attributes that reflect, and takeadvantage of, the use of a horizontal crankshaft engine.

Further, the present inventors have recognized that a variety ofimplementations and embodiments of transmission devices can beimplemented in one or more such outboard motors. For example,transmission devices can be employed in which one or more internal powertrain components such as one or more gears can be accessed and replacedso as to modify operational parameter(s) of the transmission devices,for example, a gear ratio of a transmission device. This can beachieved, in at least some embodiments for example, by providing a coverportion on the transmission device that can be removed to allow accessof the one or more internal power train components. Further, in somesuch transmission devices, an oil pump can be integrated with thetransmission device and particularly mounted upon a rotating shaftassociated with the transmission device such that, when the transmissionis operating such that the rotating shaft is experiencing rotation, theoil pump pressurizes and outputs oil for use by any one or more of avariety of components that can benefit from such oil.

Notwithstanding the above comments, it should be understood that,depending upon the embodiment, one or more of these types of featurescan be present and/or one or more of these various features need not bepresent. Further, the present inventors have additionally realized thatone or more of these features can potentially be advantageouslyimplemented in embodiments of outboard motor marine propulsion systemseven though other(s) of these features are not present, and evenpotentially where other types of engines other than horizontalcrankshaft engines are being utilized (or even possibly in somesterndrive or other marine propulsion systems where the engine is notintegrated with the outboard assembly).

More particularly, in at least some embodiments, the present inventionrelates to an outboard motor configured to be mounted on a marinevessel. The outboard motor includes a housing including an upper portionand a lower portion, where at least one output shaft extends outwardfrom the lower portion upon which at least one propeller is supported,and an engine configured to provide first torque at a first shaftextending outward from the engine, the engine being substantiallysituated within the housing. The outboard motor further includes a firsttransmission device that is in communication with the first shaft so asto receive the output torque and configured to cause second torqueincluding at least some of the first torque to be communicated to afirst location beneath the engine, a second transmission deviceconfigured to receive the second torque and to cause third torqueincluding at least some of the second torque to be communicated to asecond location beneath the first location within or proximate to thelower portion, and a third transmission device positioned within orproximate to the lower portion that is configured to receive the thirdtorque and cause at least some at least some of the third torque to beprovided to the at least one output shaft.

Additionally, in at least some embodiments, the present inventionrelates to a method of operating an outboard engine. The method includesproviding first torque from the engine at a first shaft extendingaftward from the engine, and causing second torque including at leastsome of the first torque to be provided to a first location below theengine at least in part by way of a first transmission device. Themethod further includes causing third torque including at least some ofthe second torque to be provided to a second location below the firstlocation at least in part by way of a second transmission device, andcausing fourth torque including at least some of the third torque to beprovided to a propeller supported in relation to a torpedo portion ofthe outboard engine.

Further, in at least some embodiments, the present invention relates toan outboard motor configured to be mounted on a marine vessel. Theoutboard motor includes a housing including an upper portion and a lowerportion, where at least one output shaft extends outward from the lowerportion upon which at least one propeller is supported, and an engineconfigured to provide first torque at a first shaft extending outwardfrom the engine, the engine being substantially situated within thehousing. The outboard motor further includes a first transmission devicethat is in communication with the first shaft so as to receive the firsttorque and configured to cause second torque including at least some ofthe first torque to be communicated to a first location beneath theengine, and at least one additional transmission device configured toreceive the second torque and to cause third torque including at leastsome of the second torque to be communicated at least indirectly to theat least one output shaft. The first transmission device additionallyincludes a plurality of power train components including a plurality ofgears, a primary housing structure within which the power traincomponents are supported and also including an access orifice, and acover structure configured to cover over the access orifice whenattached to the primary housing structure. The first transmission deviceis configured so that, when the cover structure is removed from theprimary housing structure, one or more of the power train components areaccessible by way of the access orifice, whereby accessing andmodification of one or more of the power train components is facilitatedso as to facilitate modification of a gear ratio of the firsttransmission device.

Additionally, in at least some embodiments, the present inventionrelates to a method of modifying a gear ratio of a first transmissiondevice on an outboard motor. The method includes removing a cover from aprimary housing of the first transmission device so as to reveal powertrain components supported within the primary housing, the power traincomponents including first and second gears, removing first and secondfastening components by which the first and second gears arerespectively affixed to first and second shafts respectively extendingwithin the first transmission device, and removing the first and secondgears from the first transmission device via an orifice within theprimary housing. The method additionally includes providing third andfourth gears respectively as replacements for the first and secondgears, respectively, affixing the third and fourth gears with respect tothe first and second shafts, and attaching the cover to the primaryhousing.

Further, in at least some embodiments, the present invention relates toa transmission device for implementation in an outboard motor configuredto be mounted on a marine vessel. The transmission device includes aplurality of power train components including a plurality of gears and aplurality of shafts, the plurality of shafts including an input shaftand an output shaft, where the power train components are arranged sothat input rotation of the input shaft results in output rotation of theoutput shaft. The transmission device also includes a primary housingportion within which the plurality of power train components are atleast partly positioned, and a secondary housing portion that isconfigured to be affixable to and removable from the primary housingportion, where the primary housing portion and the secondary housingportion are configured so that the secondary housing when affixed to theprimary housing covers over an opening with the secondary housingportion. The transmission device further includes an oil pump that isformed as part of the transmission device, wherein the transmissiondevice with the oil pump is configured so that the oil pump is driven topressurize and output oil when the transmission device is operating tocommunicate rotational power.

Again, although the above discussion is intended to provide someexamples of embodiments and features encompassed herein, it is notintended that the present invention be limited to any one or more ofthese examples, but rather it is intended that the present invention canencompass numerous embodiments and/or features in addition to, varyingfrom, and/or other than those discussed above, including but not limitedto embodiments and/or features in which one or more of the embodimentsor features discussed above are not present. Notwithstanding the above,in other embodiments, numerous other features, characteristics,assemblies, combinations, methods and other aspects can be provided.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an example marine vessel assemblyincluding an example outboard motor;

FIG. 2 is a right side elevation view of the outboard motor of FIG. 1;

FIG. 3 is a rear elevation view of the outboard motor of FIG. 1;

FIGS. 4A and 4B are right side elevation views of alternate embodimentsof the outboard motor of FIG. 1;

FIG. 5 is a further rights side elevation view of the outboard motor ofFIG. 1, showing in more detail several example internal components ofthe outboard motor particularly revealed when cowling portion(s) of theoutboard motor are removed;

FIG. 6A is a schematic diagram illustrating in additional detail severalexample internal components of the outboard motor of FIGS. 1 and 5;

FIG. 6B is a further diagram showing an upper portion of the outboardmotor of FIG. 6 an illustrating an example manner of configuring thecowling of the outboard motor to allow for opening and closing of aportion of the cowling so as to reveal internal components;

FIGS. 6C-6E illustrate schematically sealing pan features associatedwith the engine.

FIGS. 7A and 7B are schematic diagrams showing in more detail twoexample embodiments of a first transmission of the outboard motor ofFIG. 6A;

FIG. 7C is a cross-sectional view of an alternate embodiment of a firsttransmission (transfer case) of the outboard motor of FIG. 6A that isconfigured to allow for gear ratio variation, the cross-section beingtaken a long a central plane extending through the central axes of theinput and output shafts of the transfer case;

FIG. 7D is an additional, partially-cutaway, cross-sectional view of anupper portion of the first transmission (transfer case) shown in FIG.7C, the cross-section being taken along a plane extending through thecentral axis of the input shaft of the transfer case but extending askewof the output shaft central axis;

FIG. 7E is a front elevation view of a further alternate embodiment of afirst transmission (transfer case) of the outboard motor of FIG. 6A thatis configured to allow for gear ratio variation and that also includesan integrated oil pump;

FIG. 7F is a cross-sectional view of the further alternate embodiment ofthe first transmission (transfer case) shown in FIG. 7E, taken alongline F-F of FIG. 7E;

FIGS. 7G, 7H, 7I, 7J, and 7K respectively are left side perspective,right side perspective, rear elevation, right side, and front elevationviews of the oil pump that is integrated in the further alternateembodiment of the first transmission (transfer case) of FIGS. 7E and 7F;

FIG. 8 is a schematic diagram showing in more detail an exampleembodiment of a second transmission of the outboard motor of FIG. 6A;

FIGS. 9A-9C are schematic diagrams showing in more detail three exampleembodiments of a third transmission of the outboard motor of FIG. 6A (ora modified version thereof having two counterrotating propellers);

FIG. 10A is a cross-sectional view of a lower portion of the outboardmotor of FIGS. 1-3, 5, and 6A, taken along line 10-10 of FIG. 3, showncutaway from mid and upper portions of that outboard motor;

FIG. 10B is a rear elevation view a gear casing of the lower portion ofthe outboard motor of FIG. 10A, shown cutaway from the remainder of thelower portion;

FIG. 11A is a rear elevation view of upper and mid portions of theoutboard motor of FIGS. 1-3, 5, 6A and 10A-10B, shown with the cowlingof the outboard motor removed to reveal internal components of theoutboard motor including exhaust system components;

FIG. 11B illustrates various exhaust system components of the outboardmotor in additional detail;

FIG. 12 is an enlarged perspective view of the exemplary mounting systemin accordance with embodiments of the present disclosure;

FIG. 13 is an enlarged right side elevational view of the mountingsystem of FIG. 12;

FIG. 14 is an enlarged front view of the mounting system of FIG. 12;

FIG. 15 is a schematic view of the mounting system of FIG. 12 generallyillustrating convergence between the upper mounts and the lower mounts;

FIG. 16 is an enlarged top view of the mounting system of FIG. 12;

FIG. 17 is a cross sectional view taken along line 17-17 of FIG. 13and/or through a tilt tube structure of the mounting system of FIG. 12;

FIG. 18 is a right side view of the outboard motor showing anillustrative outboard motor water cooling system in accordance withembodiments of the present disclosure;

FIG. 19 is a schematic illustration of an alternative arrangement for anoutboard motor water cooling system, in accordance with embodiments ofthe present disclosure;

FIG. 20 is a right side view of the outboard motor including a rigidconnection of multiple motor components or structures to create a rigidstructure in accordance with embodiments of the present disclosure;

FIG. 21 is a reduced right side view of the outboard motor and amounting system for mounting the outboard motor to a marine vessel;

FIG. 22 is a schematic cross sectional view, taken along line 22-22 ofFIG. 21, showing a progressive mounting assembly;

FIGS. 23A-C are schematic illustrations depicting a portion of theprogressive mounting structure of FIG. 21 in operation; and

FIG. 24 is a rear elevation view of example structural supportcomponents and other components of an alternate embodiment of theoutboard motor.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIG. 1, an example marine vessel assembly 100 is shown tobe floating in water 101 (shown in cut-away) that includes, in additionto an example marine vessel 102, an example outboard motor marinepropulsion system 104, which for simplicity is referred to below moresimply as an outboard motor 104. As shown, the outboard motor 104 iscoupled to a stern (rear) edge or transom 106 of the marine vessel 102by way of a mounting system 108, which is described in further detailbelow. Also described below, the mounting system 108 will be considered,for purposes of the present discussion, to be part of the outboard motor104 although one or more components of the mounting system cantechnically be assembled directly to the stern edge (transom) 106 andthus could also be viewed as constituting part of the marine vessel 102itself. In the present embodiment shown, the marine vessel 102 is shownto be a speed boat although, depending upon the embodiment, the marinevessel can take a variety of other forms, including a variety of yachts,other pleasure craft, as well as other types of boats, marine vehiclesand marine vessels.

As will be discussed in further detail below, the mounting system 108allows the outboard motor 104 to be steered about a steering (verticalor substantially vertical) axis 110 relative to the marine vessel 102,and further allows the outboard motor 104 to be rotated about a tilt ortrimming axis 112 that is perpendicular to (or substantiallyperpendicular to) the steering axis 110. As shown, the steering axis 110and trimming axis 112 are both perpendicular to (or substantiallyperpendicular to) a front-to-rear axis 114 generally extending from thestern edge 106 of the marine vessel toward a bow 116 of the marinevessel.

The outboard motor 104 can be viewed as having an upper portion 118, amid portion 120 and a lower portion 122, with the upper and mid portionsbeing separated conceptually by a plane 124 and the mid and lowerportions being separated conceptually by a plane 126 (the planes beingshown in dashed lines). Although for the present description purposesthe upper, mid and lower portions 118, 120 and 122 can be viewed asbeing above or below the planes 124, 126, these planes are merelyprovided for convenience to distinguish between general sections of theoutboard motor, and thus in certain cases it may be appropriate to referto a section of the outboard motor that is positioned above the plane126 (or plane 124) as still being part of the lower portion 122 (or midportion 120) of the outboard motor view, or to refer to a section of theoutboard motor that is positioned below the plane 126 (or plane 124) asstill being part of the mid portion 120 (or upper portion 118). This isthe case, for example, in the discussion with respect to FIG. 10A.

Nevertheless, generally speaking, the upper portion 118 and mid portion120 can be understood as generally being positioned above and below theplane 124, while the mid portion 120 and lower portion 122 can beunderstood as generally being positioned above and below the plane 126.Further, each of the upper, mid, and lower portions 118, 120, and 122can be understood as generally being associated with particularcomponents of the outboard motor 104. In particular, the upper portion118 is the portion of the outboard motor 104 in which the engine ormotor of the outboard motor assembly is entirely (or primarily) located.In the present embodiment, given the positioning of the upper portion118, the engine therewithin (e.g., internal combustion engine 504discussed below with respect to FIG. 5) particularly can be consideredto be substantially above (or even entirely above) the trimming axis 112mentioned above. Given such positioning, the engine essentially is notin contact with the water 101 during operation of the marine vessel 102and outboard motor 104, and advantageously the outside water 101 doesnot tend to enter cylinder ports of the engine or otherwisedeleteriously affect engine operation. Such positioning further isdesirable since, by positioning the engine above the trimming axis 112,the mounting system 108 and the transom 106 to which it is attached canbe at a convenient (e.g., not-excessively-elevated) location along themarine vessel 102.

By comparison, the lower portion 122 is the portion that is typicallywithin the water during operation of the outboard motor 104 (that is,beneath a water level or line 128 of the water 101), and among otherthings includes a gear casing (or torpedo section), as well as apropeller 130 as shown (or possibly multiple propellers) associated withthe outboard motor. The mid portion 120 positioned between the upper andlower portions 118, 122 as will be discussed further below can include avariety of components and, among other things in the present embodiment,will include transmission, oil reservoir, cooling and exhaustcomponents, among others.

Turning next to FIGS. 2 and 3, a further side elevation view (right sideelevation view) and rear view of the outboard motor 104 of FIG. 1 areprovided. It will be understood that the left side view of the outboardmotor 104 is in at least some embodiments a mirror image of the rightside view provided in FIG. 2. In particular, FIGS. 2 and 3 again showthe outboard motor 104 as having the upper portion 118, mid portion 120and lower portion 122 separated by the planes 124 and 126, respectively.Further, the steering axis 110 and trimming (or tilt) axis 112 are alsoshown. The mounting system 108 is particularly evident from FIG. 2, asis the propeller 130 (which is not shown in FIG. 3). FIGS. 2 and 3particularly show several features associated with an outer housing orcowling 200 of the outboard motor 104. Among other things, the cowling200 includes air inlet scoops (or simply air inlet) 202 along upper sidesurfaces of the upper portion 118 of the outboard motor 104, one ofwhich is shown in the right side elevation view provided in FIG. 2 (itbeing understood that a complimentary air inlet is provided on the leftside of the cowling 200). In the present embodiment, the air inletscoops 202 extend in a rearward-facing direction and serve as an entryfor air to be used in the engine of the outboard motor 104 (see FIG. 5).The high positioning of the air inlet scoops 202 reduces the extent towhich seawater can enter into the air inlets.

Additionally as shown, also formed within the cowling 200 are exhaustbypass outlets 204, which are shown in further detail in FIG. 3 to berearward-facing oval orifices in the upper portion 118 of the outboardmotor 104 extending into the cowling 200. As discussed further below,the exhaust bypass outlets 204 in the present embodiment serve asauxiliary (or secondary) outlets for exhaust generated by the engine ofthe outboard motor 104. As such, exhaust need not always (or ever) flowout of the exhaust bypass outlets 204, albeit in the present embodimentit is envisioned that under at least some operational circumstances theexhaust will be directed to flow out of those outlets.

Further as evident from FIG. 2, the lower portion 122 of the outboardmotor 104 includes a gear casing (or torpedo) 206 extending along anelongated axis 208 about which the propeller 130 spins when driven.Downwardly-extending from the gear casing 206 is a downwardly-extendingfin 210. Referring particularly to FIG. 3, it should further beunderstood that an orifice (actually multiple orifices as discussedfurther with respect to FIGS. 10A and 10B) 302 is formed at arearward-most end or hub 212 of the gear casing 206 that surrounds apropeller driving output shaft 212 extending along the axis 208. As willbe discussed further below, this orifice 302 forms a primary exhaustoutlet for the outboard motor 104 that is the usual passage out of whichexhaust is directed from the engine of the outboard motor (as opposed tothe exhaust bypass outlets 204).

Referring additionally to FIGS. 4A and 4B, first and second alternateembodiments 402 and 404, respectively, of the outboard motor 104 areshown. Each of these alternate embodiments 402, 404 is substantiallyidentical to the outboard motor 104 shown in FIG. 2, except insofar asthe mid portion 120 of the outboard motor 104 is changed in itsdimensions in each of these other alternate embodiments. Moreparticularly, a leg lengthening section 408 of a mid portion 410 of thefirst alternate embodiment 402 of FIG. 4A is shortened relative to thecorresponding leg lengthening section of the mid portion 120 of theoutboard motor 104, while a leg lengthening section 412 of a mid portion414 of the second alternate embodiment 404 of FIG. 4B is elongatedrelative to the corresponding section of the mid portion 120 of theoutboard motor 104. Thus, with such variations, the positioning of thelower portion 122 can be raised or lowered relative to the upper portion118 depending upon the embodiment and particularly the leg lengtheningsection of the mid portion.

Turning to FIG. 5, a further right side elevation view of the outboardmotor 104 is provided that differs from that of FIG. 2 at least insofaras the cowling 200 (or, portions thereof) is removed from the outboardmotor to reveal various internal components of the outboard motor,particularly within the upper portion 118 and mid portion 120 of theoutboard motor. At the same time, the lower portion 122 of the outboardmotor 104 is viewed from outside the cowling 200 of the outboard motor,as is a lower section of the middle portion 120 that can be termed amidsection 502 of the middle portion 200. Again though, above themidsection 502, various internal components of the outboard motor 104are revealed. As with the views provided in FIG. 2 and FIG. 4, the viewin FIG. 5 is the mirror image (or substantially a mirror image) of theleft side elevation view that would be obtained if the outboard motorwere viewed from its opposite side (with the cowling removed).

More particularly as shown in FIG. 5, an engine 504 of the outboardmotor 104 is positioned within the upper portion 118 of the outboardmotor, entirely or at least substantially above the trimming axis 112 asmentioned earlier. In at least some embodiments, and in the presentembodiment, the engine 504 is a horizontal crankshaft internalcombustion engine having a horizontal crankshaft arranged along ahorizontal crankshaft axis 506 (shown as a dashed line). Further, in atleast some embodiments and in the present embodiment, the engine 504 notonly is a horizontal crankshaft engine, but also is a conventionalautomotive engine capable of being used in automotive applications andhaving multiple cylinders and other standard components found inautomotive engines. More particularly, in the present embodiment, theengine 504 particularly is an eight-cylinder V-type internal combustionengine such as available from the General Motors Company of Detroit,Mich. for implementation in Cadillac (or alternatively Chevrolet)automobiles. Further, the engine 504 in at least some embodiments iscapable of outputting power at levels of 550 horsepower or above, and/orpower within the range of at least 557 horsepower to at least 707horsepower.

As an eight-cylinder engine, the engine 504 has eight exhaust ports 508,four of which are evident in FIG. 5, emanating from the left and rightsides of the engine. The four exhaust ports 508 emanating from the rightside of the engine 504 particularly are shown to be in communicationwith an exhaust manifold 510 that merges the exhaust output from theseexhaust ports into an exhaust channel 512 that leads downward from theexhaust manifold 510 to the midsection 502. It will be understood that acomplimentary exhaust manifold and exhaust channel are provided on theleft side of the engine to receive the exhaust from the correspondingexhaust ports on that side of the engine. As will be described infurther detail below, both of the exhaust channels (including theexhaust channel 512) upon reaching the midsection 502 further arecoupled to the lower portion 122 at which the exhaust is ultimatelydirected through the gear casing 206 and out the orifice 302 serving asthe primary exhaust outlet. It should further be noted that, given theuse of the horizontal crankshaft engine 504, all of the steam reliefports associated with the various engine cylinders are at a shared, highlevel, above the crankshaft (all or substantially all steam in theengine therefore rises to a shared engine level). Also the accessorydrive and heat exchanger system are accessible at the front of theengine 504 (particularly when the lid portion of the cowling 200 israised as discussed further below). In addition to showing theaforementioned components, FIG. 5 additionally shows a transfer case 514within which is provided a first transmission as discussed furtherbelow, and a second transmission 516 that is located below the engine504.

Further, FIG. 5 shows the mounting system 108, including a lowermounting bracket structure 518 of the mounting system 108 by which themidsection 502 of the mid portion 120 of the outboard motor 504 islinked to the mounting system, and also an upper mounting bracket 520 bywhich the mounting system is attached to an upper section of the midportion 120. An elastic axis of mounting 519 is provided and passesthrough the upper mounting bracket 520 and the lower mounting bracket518. In at least some embodiments, the center of gravity of the engine504 is in line with the elastic axis of mounting. Also FIG. 5 shows alower water inlet 522 positioned along a front bottom section of thegear casing 206 forward of the fin 210, as well as an upper water inlet524 and associated cover plate 526 provided near the front of the lowerportion 122, about midway between the top and bottom of the lowerportion. The lower and upper water inlets 522, 524 and associated coverplates 526 (there is also a corresponding upper water inlet andassociated cover plate on the left side of the lower portion 122) arediscussed further with respect to FIG. 10A. All of these components, andadditional components of the outboard motor 104, are discussed anddescribed in further detail below.

Turning to FIG. 6A, a further right side elevation view of the outboardmotor 104 is provided in which the relationship of certain internalcomponents of the outboard motor are figuratively illustrated inphantom. More particularly as shown, the outboard motor 104 again isshown to include the engine 504 (this time as represented by a dashedoutline in phantom) within the upper portion 118 of the outboard motor.Further as illustrated, rotational power output from the engine 504 isdelivered from the engine and to the propeller 130 of the outboard motorby way of three distinct transmissions. More particularly as shown,rotational output power is first transmitted outward from a rear face602 of the engine 504, along the crankshaft axis 506 as represented byan arrow 604, to a first transmission 606 shown in dashed lines (thepower being transmitted by the crankshaft, not shown). A flywheel 607 ofthe outboard motor 104 is further positioned between the rear of theengine 504 and the first transmission 606, on the crankshaft, forrotation about the crankshaft axis 506.

Referring additionally to FIG. 6B, an additional cutaway view of theupper portion 118 of the outboard motor 104 shown in FIG. 6A is providedso as to particularly illustrate a portion of the cowling 200, shown asa cowling portion 650, that is hinged relative to the remainder of thecowling by way of a hinge 652. As a result of the particular manner inwhich the cowling portion 650 is hingedly coupled to the remainder ofthe cowling 200, the cowling portion 650 is able to be opened in amanner by which the cowling swings upward and aftward relative to theremainder of the cowling, in a direction represented by an arrow 654.Thus, the cowling portion 650 can take on both a closed position (shownin FIG. 6B in solid lines) and an open position (shown in dashed lines),as well as positions intermediate therebetween. Further, because thecowling portion 650 includes a front side 656 that extends all or almostall of (or a large portion of) the height of the upper portion 118 ofthe outboard motor 104, opening of the cowling portion in this mannerallows the engine 504 to be largely exposed and particularly for a frontportion 658 of the engine 504 and/or a top portion 660 of the engine tobe easily accessed, and particularly easily accessed by a servicetechnician or operator standing at the stern of the marine vessel 102 towhich the outboard motor 104 is attached. In embodiments where theengine 504 is a horizontal crankshaft engine, particularly an automotiveengine as mentioned above, servicing of the engine (and particularlythose portions or accessories of the engine that most commonly areserviced, such as oil level, spark plugs, belts, and/or variouselectrical components) can be particularly facilitated by thisarrangement. Also, an accessory drive, extending from the front of theengine 504, along with an associated accessory drive belt, can beaccessed in this manner.

Referring again to FIG. 6A, the purpose of the first transmission 606 isfirst of all to transmit the rotational power from the crankshaft axis506 level within the upper portion 118 of the engine 104 to a lowerlevel corresponding to a second transmission 608 (also shown in dashedlines) within the mid portion 120 of the outboard motor 104 (the upperportion 118 and middle portion 120 again being separated by the plane124). Thus, an arrow 610 is shown connecting the arrow 604 with afurther arrow 612 at a set level 611 of the second transmission 608. Thearrow 612, which links the arrow 610 with the second transmission 608,is representative of a shaft or axle (see FIG. 7) linking the firsttransmission 606 with the second transmission 608, by which rotationalpower is communicated in a forward direction within the outboard motor104 from the first transmission to the second transmission.Additionally, a further arrow 614 then represents communication of therotational power downward again from the level of the secondtransmission 608 within the mid portion 120 to a third transmission 616within the gear casing 206 of the lower portion 122. In accordance withat least one aspect, the gear casing 206 has a center of pressure 207that is aft of the elastic axis of mounting (FIG. 5). Finally, asindicated by an arrow 618, rotational power is communicated from thethird transmission 616 aftward (rearward) from that transmission to thepropeller 130 along the axis 208. It can further be noted that, giventhis arrangement, the flywheel 607 mentioned above is aft of the engine504, forward of the first transmission 606, and above each of the secondand third transmissions 608 and 616. In at least some embodiments, anoil pump is provided that is concentrically driven by the enginecrankshaft.

Thus, in the outboard motor 104, power output from the engine 504follows an S-shaped route, namely, first aftward as represented by thearrow 604, then downward as represented by the arrow 610, then forwardas represented by the arrow 612, then downward again as represented bythe arrow 614 and then finally aftward again as represented by the arrow618. By virtue of such routing, rotational power from the horizontalcrankshaft can be communicated downward to the propeller 130 even thoughthe power take off (that is, the rotational output shaft) of the engineis proximate the rear of the outboard motor 104/cowling 200. Although itis possible that, in alternate embodiments, rotational power need not becommunicated in this type of manner, as will be described further below,this particular manner of communicating the rotational power via thethree transmissions 606, 608, 616 is consistent with, and makespossible, a number of advantages. Additionally, it should further benoted that in FIG. 6A, a center of gravity 617 of the engine 504 isshown to be above the crankshaft axis 506, and a position of themounting pad for the engine block 620 is also shown (in phantom) to belocated substantially at the level of the crankshaft axis 506.

In addition to showing the above features of the outboard motor 104particularly relating to the transmission of power within the outboardmotor, FIG. 6A also shows certain aspects of an oil system of theoutboard motor 104. In particular, in the present embodiment, it shouldbe understood that each of the engine 504, the first transmission 606,the second transmission 608, and the third transmission 616 includes itsown dedicated oil reservoir, such that the respective oil sources foreach of these respective engine components (each respective transmissionand the engine itself) are distinct. In this regard, the oil reservoirsfor the first transmission 606 and third transmission 616 can beconsidered part of those transmissions (e.g., the reservoirs can be thebottom portions/floors of the transmission housings). As for the engine504, an engine oil reservoir 622 extends below the engine itself, and inthis example extends partly into the mid portion 120 of the outboardmotor 104 from the upper portion 118. Notwithstanding the presentdescription, the engine oil reservoir 622 can also be considered to bepart of the engine itself (in such case, the engine 504 is substantiallyalbeit possibly not entirely above the trimming axis 112; alternatively,the engine oil reservoir 622 can be considered distinct from the engineper se, in which case the engine is entirely above the trimming axis).In accordance with other embodiments of the present disclosure, a drysump (not shown) can be provided, separate and apart from the engine oilreservoir 622. And in accordance with embodiments of the presentdisclosure, a circulation pump is provided, for example, as part of theengine to circulate glycol, or a like fluid.

Further, FIG. 6A particularly shows that a second transmission oilreservoir 624 is positioned within the mid portion 120 of the outboardmotor 104, beneath the second transmission 608. This positioning isadvantageous for several reasons. First, as will be discussed furtherbelow, the positioning of the second oil transmission reservoir 624 atthis location allows cooling water channels to pass in proximity to thereservoir and thus facilitates cooling of the oil within that reservoir.Additionally, the positioning of the second oil transmission reservoir624 at this location is advantageous in that it makes use of interiorspace within the mid portion 120 which otherwise would serve little orno purpose (other than as a housing for the shaft connecting the secondand third transmissions and for cooling and exhaust pathways asdiscussed below), as a site for storing oil that otherwise would bedifficult to store elsewhere in the outboard motor. Indeed, because asdiscussed below the second transmission 608 is a forward-neutral-reverse(FNR) transmission, that transmission utilizes a significant amount ofoil (e.g., 10 quarts or 5 Liters) and storage of this amount of oilrequires a significant amount of space, which fortunately is found atthe mid portion 120 (within which is positioned the second oiltransmission reservoir 624 capable of holding such amounts of oil).

Turning next to FIGS. 6C-6D, additional features of the outboard motor104 are shown, particularly in relation to the cowl 200 and a watertightsealing pan beneath the engine 104. As illustrated particularly in FIG.6C (which shows a cutaway view of the upper portion 118), the cowl 200particularly serves to house the engine 504 and serves to separate theengine compartment from other remaining portions of the outboard motor104 to provide a clean and dry environment for the engine. For thispurpose, in combination with the cowl 200, the outboard motor 104additionally includes a substantially watertight sealing pan 680 that ispositioned beneath the engine 504. Referring additionally to FIG. 6D,which schematically provides a top view of the watertight sealing pan680. In particular as shown, the watertight sealing pan 680 includesvalves 682 that allow water that resides in the watertight sealing panto exit the watertight sealing pan, but that preclude water fromreentering the watertight sealing pan. As for FIG. 6E, a furtherschematic view illustrates a rights side view of the upper portion 118and a section of the mid portion 120 to illustrate how the exhaustconduits 512 pass through holes separate from the first transmission 606through the sealing pan.

Turning next to FIGS. 7A-9C, internal components of the first, secondand third transmissions 606, 608 and 616 are shown. It should beunderstood that, notwithstanding the particular components shown inFIGS. 7A-9C, it is envisioned that the first, second and thirdtransmissions can take other forms (with other internal components) inother embodiments as well. Particularly referring to FIG. 7A, both arear elevation view and also a right side elevation view (correspondingrespectively to the views provided in FIG. 3 and FIG. 2) of internalcomponents 702 of the first transmission 606 are shown. In thisembodiment, the first transmission 606 is a parallel shaft transmissionthat includes a series of first, second and third gears 704, 706 and708, respectively, that are each of equal diameter and are arranged toengage/interlock with one another in line between the crankshaft axis506 and the level 611 previously discussed with reference to FIG. 6A.All three of the first, second and third gears 704, 706 and 708 arehoused within an outer case 710 of the first transmission 606. An axisof rotation 712 of the second gear 706 positioned in between the firstgear 704 and the third gear 708 is parallel to the first axis 506 andlevel 611, and all of the first axis 506, level 611 and axis of rotation712 are within a shared vertically-extending or substantiallyvertically-extending plane. As will be understood, because there arethree gears, rotation of the first gear 704 in a first directionrepresented by an arrow 714 (in this case, being counterclockwise asshown in the rear view) produces identical counterclockwise rotation inaccordance with an arrow 716 of the third gear 708, due to intermediaryoperation of the second gear 706, which rotates in the exact opposite(clockwise) direction represented by an arrow 718. Thus, in thisembodiment, rotation of a crankshaft 720 of the engine (as shown incutaway in the side elevation view) about the crankshaft axis 506produces identical rotation of an intermediate axle 722 rotating aboutthe level 611, the intermediary axle 722 linking the third gear 708 withthe second transmission 608.

Although in the present embodiment of FIG. 7A, each of the first, secondand third gears 704, 706 and 708 are of equal diameter, in otherembodiments the gears can have different diameters such that particularrotation of the crankshaft 720 produces a different amount of rotationof the intermediary axle 722 in accordance with stepping up or steppingdown of gear ratios. In addition, depending upon the embodiment, thenumber of gears linking the crankshaft 720 with the intermediary axle722 need not be three. If an even number of gears is used, it will beunderstood that the intermediary axle will rotate in a directionopposite that of the crankshaft. Further, in at least some embodiments,the particular gears employed in the first transmission can be varieddepending upon the application or circumstance, such that the outboardmotor 104 can be varied in its operation in real time or substantiallyreal time. For example, a 3-gear arrangement can be replaced with a5-gear arrangement, or a 3 to 2 step down gear ratio can be modified toa 2 to 3 step up ratio.

Notwithstanding the embodiment of the first transmission 606 shown inFIG. 7A, in an alternate embodiment of the first transmission shown inFIG. 7B as a transmission arrangement 730, internal components 732 ofthe transmission include a chain 734 that links a first sprocket 736with a second sprocket 738, where the first sprocket 736 is driven by acrankshaft 740 and the second sprocket 738 drives an intermediary axle742 (intended to link the second sprocket 738 to the second transmission608). Due to operation of the chain 734, rotation of the crankshaft 740in a particular direction produces identical rotation of theintermediary axle 742. Also as shown, the chain 734 and sprockets 736,738 are housed within an outer case 744.

Notwithstanding the embodiments shown in FIGS. 7A-7B, it should beunderstood that a variety of other transmission types can be employed inother embodiments to serve as (or in place of) the first transmission606. For example, in some embodiments, a first wheel (or pulley) drivenby the crankshaft (power take off from the engine 504) can be coupled toa second wheel (or pulley) for driving the intermediate axle (fordriving the second transmission 608) by way of a belt (rather than achain such as the chain 734). In still another embodiment, a 90 degreetype gear driven by the crankshaft can drive another 90 degree type gearin contact with that first 90 degree gear, and that second 90 degreegear can drive a further shaft extending downward (e.g., along the arrow610 of FIG. 6A) so as to link that second gear with a third 90 degreegear that is located proximate the level 611. The third 90 degree gearcan turn a fourth 90 degree gear that is coupled to the intermediaryaxle and thus provides driving power to the second transmission 608.

Additionally, as already noted, in at least some embodiments, theparticular gears (or other components) employed in the firsttransmission can be varied depending upon the application orcircumstance, such that the gear ratio between the input and output ofthat first transmission can be varied and such that the outboard motor104 can consequently be varied in its operation in real time orsubstantially real time. One further example of a first transmissionthat particularly allows for such gear ratio variation is shown to be atransfer case 751 in FIGS. 7C and 7D, where the transfer case 751 isconfigured to be coupled (and mounted in relation) to the engine 504 toreceive input power therefrom, and also to the second transmission 608(to which output power from the transfer case is provided).

As shown, in this embodiment, the transfer case 751 includes an inputshaft 758, a first change gear 760, a second change gear 765, anintermediate shaft 771, a further gear 766, an additional gear 772, alay shaft 773, a final output gear 774, and an output shaft 775. Thefirst change gear 760 is particularly mounted upon the input shaft 758by way of a splined coupling, and the second change gear 765 is mountedupon the intermediate shaft 771 also via a splined coupling. Duringnormal operation, the transfer case 751 operates by transmitting powerreceived from the engine 504 via the input shaft 758. Rotation of theinput shaft 758 drives rotation of the first change gear 760, whichmeshes with and consequently drives the second change gear 765. Power isthen transmitted from the second change gear 765 by way of theintermediate shaft 771 to the further gear 766, which is also mountedupon the intermediate shaft 771. The further gear 766 drives theadditional gear 772 that is mounted to the lay shaft 773. The additionalgear 772 in turn meshes with and drives the final output gear 774, whichis mounted to the output shaft 775, thus allowing for the delivery ofoutput power from the output shaft that can be provided to the secondtransmission 608.

Further as shown, the transfer case 751 has particular features thatfacilitate modification of gear/power train components within thetransfer case. The transfer case 751 has a primary cover 752 that servesas a housing that surrounds and encloses the transfer case and thegears/power train components therewithin (including the aforementionedfirst change gear 760, second change gear 765, intermediate shaft 771,further gear 766, additional gear 772, lay shaft 773, final output gear774, and at least portions of the input shaft 758 and output shaft 775).However, as should be particularly evident from FIG. 7D, the primarycover 752 does not entirely enclose all of the gears/power traincomponents but rather has an orifice 790 at an upper rear-facing regionof the primary cover by way of which the first and second change gears760, 765 are accessible from outside of the primary cover to allow formodifications to the gears/power train components so as to result ingear ratio modifications. So that the gears/power train components canbe fully enclosed (and protected from the outside environment) once adesired arrangement and gear ratio have been achieved, the transfer case751 additionally includes a change gear (or simply gear) cover 753,which can be assembled to the primary cover 752 (e.g., by way of boltsor other fastening structures) so as to cover over the orifice 790. Thegear cover 753 in the present embodiments additionally serves to supportsome of the gear/power train components of the transfer case 751 when itis assembled to the primary cover 752.

In addition to the above, FIGS. 7C and 7D show further features of thetransfer case 751 and gears/power train components therewithin. Moreparticularly, the respective first change gear 760 can be securelyfastened to the input shaft 758 via a first nut 761 (see FIG. 7D) andthe second change gear 765 can be securely fastened to the intermediateshaft 771 by way of a second nut (which is not shown, but should beunderstood to be of the same type as the first nut and at a location inrelation to the second change gear that corresponds to the location ofthe first nut relative to the first change gear). Additionally as shown,each of the input shaft 758 and the intermediate shaft 771 issuspended/supported within (or relative to) the transfer case 751 by wayof a respective pair of roller bearing assemblies 791 respectivelypositioned at opposite ends of the respective shaft within the transfercase (at opposite ends proximate the front and rear of the transfer case751). More particularly, the input shaft 758 is supported by a firstroller bearing assembly 792 located proximate the front of the transfercase 751 that includes an outer cup 755 and a cone 756 on the shaft 758,plus a shim 754, and a second roller bearing assembly 793 locatedproximate the rear of the transfer case 751 that includes an outer cup763 and a cone 762 on the shaft 758, plus a shim 764. Similarly, theintermediate shaft 771 is supported by a third roller bearing assembly794 located proximate the front of the transfer case 751 that includesan outer cup 767 and a cone 797 on the shaft 771, plus a shim 768, and afourth roller bearing assembly 795 located proximate the rear of thetransfer case 751 that includes an outer cup 770 and a cone 798 on theshaft 771, plus a shim 769.

The bearing assemblies 791 (792, 793,794, and 795) are particularly setto the appropriate pro-load level by way of the shims 754, 764, 768, and769 (in other words, the bearings partiality to the appropriate pro-loadlevel with the shims). It can be further noted that, in the presentembodiment, the first change gear 760 is spaced apart from the firstbearing assembly 792 by way of a cylindrical spacer 759, but is spaced(kept) apart from the second bearing assembly 793 by way of the nut 761.By comparison, the second change gear 765 is spaced part from the thirdbearing assembly 794 by way of the further gear 766, and spaced (kept)part from the fourth bearing assembly 795 by way of the second nutmentioned above (not shown). Finally, it should be appreciated from FIG.7C that each of the lay shaft 773 and output shaft 775 also aresupported by way of respective pairs of bearing assemblies As shown, thelay shaft 773 is particularly supported by a fifth bearing assembly 776proximate the front of the transfer case 751 and a sixth bearingassembly 777 proximate the rear of the transfer case, and that theoutput shaft 775 is supported by a seventh bearing assembly 779proximate the front of the transfer case and an eighth bearing assembly778 proximate the rear of the transfer case. In this embodiment, each ofthe bearing assemblies includes a respective shim 780 (although the samereference numeral 780 is used for simplicity in referring to each ofthese shims, it should be appreciated that the respective shims used foreach bearing can be different from the others), and also each of thebearing assemblies includes a respective outer cup and respective cone.

Given the design shown in FIGS. 7C and 7D, with the gear cover 753removed from the primary cover 752, the first and second change gears760 and 765 can be selected and modified to vary the gear ratio asrequired depending on the application. In particular, the first changegear 760 can be removed and replaced as desired without changing theshimming of the roller bearing assemblies 792, 793 (or bearing set) onthe input shaft 758. Also, the same method of shimming and changing ofthe second change gear 765 can be performed in relation to theintermediate shaft 771 without changing the shimming of the rollerbearing assemblies 794, 795 (bearing set) associated with that shaft.For example, although in the present example embodiment of the transfercase 751 shown in FIGS. 7C and 7D the first and second change gears 760and 765 have the same (or substantially the same) diameter as oneanother, the first change gear 760 can be replaced with a firstreplacement change gear (not shown) having a larger (or smaller)diameter than the first change gear 760 and the second change gear 765can be replaced with a second replacement change gear (not shown) havinga smaller (or larger) diameter than the second change gear 765 so as tovary the gear ratio between the input shaft 758 and the intermediateshaft 771 from a 1:1 (or substantially 1:1) ratio to a ratiosubstantially less than (or greater than) a 1:1 ratio. Also for example,if the transfer case 751 initially has a first change gear that islarger (or smaller) in diameter than the second change gear, the firstand second change gears can be replaced so that the first change gear issmaller (or larger) in diameter than the second change gear (or so thatthe first and second change gears share the same diameter), so as effectadditional changes in gear ratio.

Using this approach, therefore, variations in the gear ratio of thetransfer case 751 can be accomplished simply by removing the gear cover753, removing the two retaining nuts (one of which is shown as the nut761) from the shafts 758, 771, changing/replacing of one or both of thechange gears 760, 765, placing the retaining nuts (or possibly othernuts or other fasteners differing from the original ones) back onto theshafts to retain the changed/replacement gears, and reassembling thegear cover 753 onto the remainder of the transfer case 751 (e.g., ontothe primary cover 752). The gears 760, 765 and thus the associated gearratio of the transfer case 751 can consequently be changed withoutaffecting the pre-load torque of the shafts 758, 771. An advantage ofthis design is that, in contrast to many conventional transfer casedesigns, which require that the transfer case be separated completelyfrom the engine and transmission in order to check a preload shaft, thepresent embodiment of FIGS. 7C and 7D particularly eliminates thisdisassembly requirement.

Notwithstanding the particular discussion provided with respect to FIGS.7C and 7D, a variety of alternate embodiments are also possible. Forexample, in some alternate embodiments, the respective shims on one orthe other of the ends of one or both of the input and intermediateshafts 758, 771 can be eliminated from the roller bearing assemblies 791at those respective end(s). That is, in one such alternate embodiment,the shim 754 can be present while the shim 764 is absent, or vice-versa.Likewise, in alternate embodiments shims can be absent from one or theother of the bearing assemblies used to support one or both of theshafts 773 and 775. Also, although in the embodiment of FIGS. 7C and 7Dremoval of the gear cover 753 allows for access andmodification/replacement of the first and second change gears 760, 765(as well as possibly one or more of the associated components, such asone or more components of the bearing assemblies 791 such as one or moreof the shims 754, 764, 768, 769), in other embodiments the gear cover753 and primary cover 752 (e.g., in terms of the size of the orifice790) can be modified to allow for accessing and modification/replacementof one or more of the other gears 766, 772, 774 and associated powertrain components (again such as one or more of the associated bearingassemblies and components thereof such as one or more shims). Also, inother embodiments, the numbers and/or types of gears and associatedpower train components in the transfer case can be varied.

Referring to FIGS. 7E and 7F, in still an additional alternateembodiment of the first transmission 606, the first transmission can be(or include) a transfer case 1751 that includes an integrated oil pump1780. FIG. 7E particularly shows a front elevation view of the transfercase 1751 and FIG. 7F shows a cross-sectional view of the transfer case1751 taken along line F-F of FIG. 7E (with the view directed so as toallow for viewing of portions of a right half of the transfer case). Asis evident from FIG. 7F in particular, the transfer case 1751 includes anumber of components that correspond to the same or substantially thesame components of the transfer case 751 of FIGS. 7C and 7D. Among otherthings, the transfer case 1751 includes a first change gear 1760, secondchange gear 1765, intermediate shaft 1771, further gear 1766, additionalgear 1772, lay shaft 1773, final output gear 1774, and at least portionsof an input shaft 1758 and output shaft 1775 that respectivelycorrespond to (and are identical to or substantially similar to) thefirst change gear 760, second change gear 765, intermediate shaft 771,further gear 766, additional gear 772, lay shaft 773, final output gear774, and the input shaft 1758 and output shaft 1775 (or portions ofthose shafts), respectively.

Further, the transfer case 1751 includes two pairs of roller bearingassemblies 1791 for supporting the input shaft 1758 and intermediateshaft 1771, which correspond respectively to the roller bearingassemblies 791 of the transfer case 751 (in which each roller bearingassembly includes a respective cup, cone, and shim), as well as rollerbearing assemblies 1776, 1777, 1778, and 1779 respectively correspondingto the respective roller bearing assemblies 776, 777, 7778, and 7779 ofthe transfer case 751 (and again which each include a respective cup,cone, and shim), and also includes nuts (or other spacers) correspondingto the nuts of the transfer case 751 (e.g., the first nut 761 discussedabove) for maintaining relative positioning of the gears. Additionally,the transfer case 1751 also includes a primary housing 1752 and gearcover 1753 that is attachable to and removable from the primary housing,so as to reveal and allow for changing/replacement of the first andsecond change gears 1760 and 1761 so as to allow for variation of thegear ratio provided by the transfer case. Thus, in terms of allowing forthe transfer of rotational power from the input shaft 1758 and theoutput shaft 1775, and facilitating variation of the gear ratio providedby the transfer case 1751 by the changing/replacement of one or more ofthe change gears 1760 and 1761, the transfer case 1751 operates in amanner that is the same as or substantially the same as the transfercase 751 of FIGS. 7C and 7D.

Notwithstanding these similarities, the transfer case 1751 includesadditional features different from those of the transfer case 751particularly insofar as the transfer case 1751 includes the oil pump1780 integrated within the transfer case. As shown, in the presentembodiment, the oil pump 1780 particularly is mounted on the outputshaft 1775 as it extends forward from the final output gear 1774, towardthe location at which is positioned the second transmission 608 (notshown) below the engine 504. More particularly as shown in additionalFIGS. 70, 7H, 7I, 7J, and 7K, which respectively are left sideperspective, right side perspective, rear elevation, right side, andfront elevation views of the oil pump 1780 independent of the remainderof the transfer case 1751, the oil pump 1780 is a substantially annularstructure having an inner orifice 1781 (as particularly is evident fromFIGS. 7G, 7H, 7I, and 7K), an oil output port 1786 (see particularlyFIG. 7K), and an oil input port 1783 (below the oil output port), wherethe oil input port 1783 is positioned along a front-facing face 1784 ofthe oil pump (as is visible in FIGS. 7G, 7H, 7I, and 7J) and the oiloutput port 1786 is formed along a rear-facing face 1785 of the oil pump(as shown in FIGS. 7J and 7K). The oil output port 1786 is shownparticularly as including an orifice surrounded by an O-ring. Further asshown, the oil pump 1780 additionally includes an oil pressure reliefvalve 1782 that extends outward (forward) from the front-facing face1784 of the oil pump, which is located above the oil input port 1783,and which serves to prevent oil pressure from going beyond predeterminedlevel(s).

As is evident particularly from the FIG. 7F, when the oil pump 1780 ismounted on the output shaft 1775, the output shaft 1775 passes throughthe inner orifice 1781. Due to coupling of an exterior splined surfaceof the output shaft with an inner splined surface within the oil pumpthat forms the inner orifice 1781, rotation of the output shaft causesrotation of the oil pump. Since the output shaft 1775 turns when theengine 504 causes rotation of the input shaft 1758 (that is, whentransfer case 1751/first transmission operates or turns), engineoperation and consequent rotation of the output shaft drives the oilpump and causes the oil pump to deliver oil. Although operation can varydepending upon the embodiment, in the present embodiment, the oil pumponly operates to deliver oil when the when the transfer case (firsttransmission) 1751 is operating and the output shaft 1775 is rotating.When the oil pump is operating due to rotation of the output shaft 1775,the pump pressurizes incoming oil received via the oil input port 1783and delivers (outputs) the pressurized oil via the output port 1786 toan oil filter 1798 (see FIG. 7E), which removes debris from the oil. Thefiltered, pressurized oil exiting the oil filter 1798 then is ready tobe used, and is supplied from the oil filter to any of a variety ofcomponents of the outboard motor (e.g., in this case, the outboard motor104 equipped with the transfer case 1751) that can utilize that oil, byway of any of a variety of, or a series of (or a variety of series of),of interconnected passages, galleries, tubes, and/or holes.

In the present embodiment, the oil pump 1780 can be a conventionalgerotor pump suitable for pumping oil suitable for use in an engine suchas the engine 504 or in relation to components of transmission devicessuch as the first, second, and third transmissions 606, 608, and 616. Agerotor pump can be suitable as the oil pump 1780 particularly becausethe output shaft 1775 passes through the center of the pump on a splinethat allows radial driving torque for the pump but also allows freeaxial motion of the pump driver (thus not affecting the free axialmotion of the pump inner member that is typically required for thecorrect functioning of a gerotor pump). Nevertheless, in otherembodiments, the oil pump 1780 can be another type of oil pumpincluding, for example, a vane type oil pump or a geared oil pump.

Also, in the present embodiment, the oil pump 1780 is positioned on theoutput shaft 1775 because an oil sump or reservoir 1799 from which theoil pump draws oil is located at the bottom of (or below) the transfercase 1751 and the output shaft 1775 is the lowermost shaft of thetransfer case that is closest to that oil sump. More particularly asillustrated, the oil input port 1783 (oil pump inlet tube or pickuptube) in the present embodiment extends into the oil sump 1799 suchthat, as the outboard motor changes angle during operation of theoutboard motor or the marine vessel on which the outboard motor isimplemented (in terms of any of fore and aft or aft angle referred to as“trim” or boat roll angles), the oil input port allows oil to beaccessed and delivered even despite such movements of the outboardmotor/marine vessel.

Nevertheless, in alternate embodiments, the oil pump can instead bemounted on any other of the shafts of the transfer case 1751 (e.g., anyof the input shaft 1758, the intermediate shaft 1771, the lay shaft1773), and/or can be mounted in other manners. Indeed, the presentdisclosure is intended to encompass any of a variety of embodiments inwhich any of a variety of oil pumps is formed as part of, and/orintegrated with, a transmission device (or transfer case), and is drivento pump oil when the transmission device (or transfer case) is operatingto communicate rotational power. And the present disclosure is furtherintended to encompass any of a variety of such embodiments involving anoil pump formed as part of or integrated with a transmission device,where the pumped oil can be utilized to lubricate any of a variety ofcomponent(s) of that transmission device (e.g., power train componentssuch as gears or shafts or bearings thereof), and/or of othertransmission devices, the engine, or other structures or devices (e.g.,other components of the outboard motor).

Providing of the oil pump 1780 in the transfer case 1751 in the mannershown in FIGS. 7E and 7F is advantageous in the present embodiment of anoutboard motor in which a horizontal crankshaft engine is employed. Tobegin, providing of the oil pump 1780 in an integrated manner along theoutput shaft 1775 (or another shaft of the transfer case), is aconvenient and elegant manner of implementing an engine-driven oil pump.Although the oil pump 1780 can provide oil to any of a variety ofcomponents of the outboard motor, including components of the engine 504and/or any of the transmissions 606, 608, 616, in the present embodimenta primary purpose of the oil pump 1780 is to lift oil from the oil sump1799, drive the oil through the oil filter 1798, and cause delivery ofthe filtered oil to the backside(s) of the tapered roller bearings(e.g., the roller bearing assemblies 1791, 1776, 1777, 1778, 1779) ofthe transfer case 1751 via interconnecting passages. This augments thenatural flow of oil thru each bearing.

The particular interconnecting passages used to communicate oil from theoil pump (and oil filter 1798) to the bearings can vary depending uponthe embodiment. In the present embodiment, in which the transfer case1751 includes eight of the bearings (four bearing assemblies 1791, plusthe bearing assemblies 1776, 1777, 1778, and 1779), the oil pump (or oilpump via the oil filter 1798) can deliver oil to the uppermost six (6)of the bearings (the bearing assemblies 1791, 1776, and 1777) viatransmission internal drill ways. Also, as shown in FIG. 7K, in thepresent embodiment oil can be delivered from the oil pump 1780 to aseventh of the bearings (the bearing assembly 1779) by way of an orifice1787 included in the oil pump body itself, so as to feed oil to thatbearing, which is the bearing that is closest to the oil pump. Theeighth of the bearings (the bearing assembly 1778) can be directlyexposed to the oil sump 1799. With such an arrangement, oil returns tothe oil sump 1799 from the bearings by cascading downwardly, therebylubricating the gears 1760, 1765, 1766, 1772, and 1774 of the transfercase 1751 (first transmission).

In addition, placement of the oil pump 1780 in the location shown inFIGS. 7E and 7F not only allows for filtered, pressurized oil to bedirectly supplied to components of the transfer case 1751, but alsoallows for such oil to be provided to any of a number of othercomponents of the outboard motor that can benefit from such oil. Indeed,in the present embodiment of the outboard motor, in which first, second,and third transmissions are employed (e.g., in this example, thetransfer case 1751, the second transmission 608, and the thirdtransmission 616, respectively) to connect the engine 504 to thepropeller mounted at the gear casing 206 and to communicate enginetorque and driving power to the propeller, there are numerous componentsthat require or can benefit from lubrication provided by the oildelivered from the oil pump 1780.

Further in this regard, it should be appreciated that, depending uponthe embodiment of outboard motor, there are a variety of different typesof transmissions and transmission components that can be employed aswell as a variety of manners of assembling and/or coupling thosetransmissions and transmission components, and the present disclosure isintended to encompass numerous such embodiments including, further forexample (and without limitation), embodiments involving any one or moreof gear, belt, shaft, electric generator and/or motor, hydraulic pumpand/or motor, and/or other components. Regardless of which of suchimplementations are provided in any given embodiment, in all orsubstantially all of such implementations, an oil pump providinglubrication can beneficially supply oil to one or more components ofsuch implementations.

Turning next to FIG. 8, in the present embodiment the secondtransmission 608 is a wet plate transmission (or multi-plate wet diskclutch transmission) that receives rotational power via the intermediaryaxle 722 (previously shown in FIG. 7A) rotating about the level 611 andprovides output power by way of an output shaft 802, which extendsdownwardly in the direction of the arrow 614 and links the secondtransmission to the third transmission 616 within the gear casing 206.The internal components of the wet disk clutch transmission constitutingthe second transmission 608 can be designed to operate in a conventionalmanner. Thus, operation of the second transmission 608 is controlled bycontrolling positioning of a clutch 804 positioned between a reversegear 806 on the left and a forward gear 808 on the right of the clutch,where each of the reverse gear, clutch and forward gear are co-alignedalong the axis established by the level 611. Movement of a control block810 located to the right of the forward gear 808, to the right or to theleft, causes engagement of the reverse gear 806 or forward gear 808 bythe clutch 804 such that either the reverse gear 806 or the forward gear808 is ultimately driven by the rotating intermediary axle 722.

Further as shown, each of the reverse gear 806 and forward gear 808 arein contact with a driven gear 812, with the reverse gear engaging a leftside of the driven gear and the forward gear engaging a right side ofthe driven gear, the reverse and forward gears being oriented at 90degrees relative to the driven gear. The driven gear 812 itself iscoupled to the output shaft 802 and is configured to drive that shaft.Thus, depending upon whether the reverse gear 806 or forward gear 808 isengaged, the driven gear 812 connected to the output shaft 802 is eitherdriven in a counterclockwise or clockwise manner when rotational poweris received via the intermediate axle 722. Also, a neutral position ofthe clutch 804 disengages the output shaft 802 from the intermediaryaxle 722, that is, the driven gear 812 in such circumstances is notdriven by either the forward gear 808 or the reverse gear 806 andconsequently any rotational power received via the intermediary axle 722is not provided to the output shaft 802.

It should be noted that the use of a wet disk clutch transmission in thepresent embodiment is made possible since the wet disk clutchtransmission can serve as the second transmission 608 rather than thethird transmission 616 in the gear casing (and since the wet disk clutchtransmission need not bear as large of torques, particularly when thetwin pinion arrangement is employed in the third transmission).Nevertheless, it can further be noted that, in additional alternateembodiments, the second transmission 608 need not be a wet disk clutchtransmission but rather can be another type of transmission such as adog clutch transmission or a cone transmission. That is, although in thepresent embodiment the wet disk clutch transmission serves as the secondtransmission 608, in other embodiments, other transmission devices canbe employed. For example, in other embodiments, the second transmission608 can instead be a cone clutch transmission or a drop clutchtransmission. Further, in other embodiments, the third transmission(gear casing) 616 can itself employ a dog clutch transmission or othertype of transmission. Also, in other embodiments, the first transmission606 can serve as the transmission providing forward-neutral-reversefunctionality instead of the second transmission providing thatcapability, in which case the second transmission can simply employ apair of bevel gears to change the direction of torque flow from ahorizontal direction (between the first and second transmissions) to adownward direction (to the third transmission/gear case).

Turning next to FIG. 9A, internal components of the third transmission616 are shown within a cutaway section of the lower portion 122 of theoutboard motor 104 (plus part of the mid portion 120). In the presentembodiment the third transmission 616 is a twin pinion transmission.Given this configuration, the output shaft 802 extending from the secondtransmission 608 reaches the plane 126 at which are located a pair offirst and second gears 902 and 904, respectively, that are of equaldiameter and engage one another. In the present embodiment, the secondgear 904 is forward of the first gear 902, with both gears having axesparallel to (or substantially parallel to) the steering axis 110 (seeFIG. 1) of the outboard motor 104. First and second additional downwardshafts 906 and 908, respectively, extend downward from the first andsecond gears 902 and 904, respectively, toward first and second pinions910 and 912, respectively, which are located within the gear casing 206with the first pinion 910 being aft of the second pinion 912. Due to theinteraction of the first and second gears 902 and 904, while rotation ofthe first additional downward shaft 906 proceeds in the same directionas that of the output shaft 802, the rotation of the second additionaldownward shaft 908 is in the opposite direction relative to the rotationof the output shaft 802. Thus, the pinions 910 and 912, respectively,rotate in opposite directions.

Further as shown, each of the first and second pinions 910 and 912engages a respective 90 degree type gear that is coupled to thepropeller driving output shaft 212 that is coupled to the propeller 130(not shown). The power provided via both of the pinions 910, 912 iscommunicated to the propeller driving output shaft 212 by way of a pairof first and second 90 degree type gears 916 and 918 or, alternatively,920 and 922. Only the gears 916, 918 or the gears 920, 922 are presentin any given embodiment (hence, the second set of gears 920, 922 in FIG.9A are shown in phantom to indicate that those gears would not bepresent if the gears 916, 918 were present). As shown, the gears of eachpair 916, 918 or 920, 922 are arranged relative to their respectivepinions 910, 912 along opposite sides of the pinions such that theopposite rotation of the respective pinions will ultimately cause therespective gears of either pair to rotate the propeller driving outputshaft 212 in the same direction. That is, the first 90 degree type gear916 is towards the aft side of the first pinion 910 while the second 90degree type gear 918 is to the forward side of the pinion 912. Likewise,while the first 90 degree type gear 920 (shown in phantom) is to theforward side of the first pinion 910, the second 90 degree type gear 922is (also shown in phantom) to the aft side of the second pinion 912.

Notwithstanding the above discussion, in alternate embodiments the thirdtransmission 616 can take other forms. For example, as shown in FIG. 9B,in one alternate embodiment of the third transmission shown as atransmission 901, there is only a single pinion 924 within the gear case206 that is directly coupled to the output shaft 802 (elongated asappropriate), and that pinion drives a single 90 degree type gear 926coupled to the propeller driving output shaft 914. In yet a furtheralternate embodiment of the third transmission 616, shown as atransmission 903 in FIG. 9C, gears within the gear casing 206 areconfigured to drive a pair of counter-rotating propellers (not shown).More particularly, in this embodiment, a single pinion 928 within thegear casing 206 is driven by the output shaft 802 (again asappropriately elongated) and that pinion drives both rear and forward 90degree type gears 930 and 932, respectively. As shown, the forward 90degree type gear 932 drives an inner axle 934 that provides power to arearmost propeller (not shown) of the counter-rotating pair ofpropellers, while the rear 90 degree type gear 930 drives a concentrictubular axle 936 that is coaxially aligned around the first axle 934.The tubular axle 936 is connected to the forward one of the propellersof the pair of counter-rotating propellers (not shown) and drives thatpropeller.

Referring further to FIG. 10A, an additional cross-sectional view isprovided of the lower portion 122 of the outboard motor 104, taken alongline 10-10 of FIG. 3. Among other things, this cross-sectional viewagain shows components of the third transmission 616 of the outboardmotor 104. The view provided in FIG. 10A particularly also is a cutawayview with portions of the outboard motor 104 above the plane 126cutaway, aside from a section 1002 of the lower portion 122 receivingthe output shaft 802 from the second transmission 608 and housing thefirst and second gears 902, 904 (contrary to the schematic view of FIG.9A, in FIG. 10A the section 1002 actually extends slightly above theplane 126 serving as the general conceptual dividing line between thelower portion 122 and the mid portion 120, but nevertheless can still beconsidered part of the lower portion 122 of the outboard motor 104). Inaddition to the section 1002, FIG. 10A also shows the first and secondadditional downward shafts 906 and 908, which link the respective firstand second gears 902 and 904 with the first and second pinions 910 and912, respectively. In turn, the first and second pinions 910 and 912,respectively, are also shown to engage the first and second 90 degreetype gears 916 and 918, respectively, which drive the propeller drivingoutput shaft 212 (as with FIG. 3, the propeller 130 is not shown in FIG.10A) extending along the elongated axis 208 of the gear casing 206 abovethe fin 210. Tapered roller bearings 1003 are further shown in FIG. 10Ato support the first and second 90 degree type gears 916, 918 and thepropeller driving output shaft 212 relative to the walls of the thirdtransmission 616.

In addition to showing some of the same components of the thirdtransmission 616 shown schematically in FIG. 9A, FIG. 10A is alsointended to illustrate oil flow within the third transmission, andfurther to illustrate several components/portions of a cooling system ofthe outboard motor 104 and also several components/portions of anexhaust system of the outboard motor that are situated within the lowerportion 122 (additional components/portions of the cooling system andexhaust system of the outboard motor 104 are discussed further belowwith respect to subsequent FIGS.). With respect to oil flow within thethird transmission 616, it should be noted that oil congregates in areservoir portion 1004 near the bottom of the gear casing 206. By virtueof rotation of the first and second 90 degree type gears 916 and 918,not only is oil provided to lubricate those gears but also oil isdirected to the first and second pinions 910 and 912, respectively. Flowin this direction, particularly from the reservoir portion 1004 via thefirst 90 degree type gear 916 to the first pinion 910 and a space 1005above the first pinion is indicated by an arrow 1006 (it will beunderstood that oil proceeds in a complementary manner via the second 90degree type gear 918 to the second pinion 910).

Upon reaching the space 1005 above the first pinion 910, some of thatoil is directed to the tapered roller bearings 1003 supporting the 90degree type gears 916, 918 and the propeller driving output shaft 212(as well as aft of those components) via a channel 1007. Further,additional amounts of the oil reaching the space 1005 is directed upwardto the first gear 902 by way of rotation of the first additionaldownward shaft 906, due to operation of an Archimedes spiral mechanism1008 formed between the outer surface of the first additional downwardshaft and the inner surface of the passage within which that downwardshaft extends, as represented by arrows 1010. Ultimately, due tooperation of the Archimedes spiral mechanism 1008, oil is directedupward through the channel of the Archimedes spiral mechanism up toadditional channels 1012 linking a region near the top of the Archimedesspiral mechanism with the first gear 902 as represented by arrows 1014.Upon reaching the first gear 902, the oil lubricates that gear and alsofurther lubricates the second gear 904 due to its engagement with thefirst gear as represented by arrows 1016. Then, some of the oil reachingthe first and second gears 902, 904, proceeds downward back to thereservoir portion 1004 by way of further channels 1018 extendingdownward between the first and second additional downward shafts 906,908 to the reservoir portion 1004, as represented by arrows 1020.

Although in this example oil reaches the top of the third transmission616 and particularly both of the first and second gears 902, 904 via theArchimedes spiral mechanism 1008 associated with the first additionaldownward shaft 906, such operation presumes that the first additionaldownward shaft is rotating in a first direction tending to cause suchupward movement of the oil. However, this need not always be the case,since the outboard motor 104 can potentially be operated in reverse.Given this to the be the case, an additional Archimedes spiral mechanism1022 is also formed between the outer surface of the second additionaldownward shaft 908 and the inner surface of the passage within whichthat downward shaft extends. Also, additional channels 1024corresponding to the additional channels 1012 are also formed linkingthe top of the additional Archimedes spiral mechanism 1022 with thesecond gear 904. Given the existence of the additional Archimedes spiralmechanism 1022 and the additional channels 1024, when the direction ofoperation of the outboard motor 104 is reversed from the manner ofoperation shown in FIG. 10A, oil proceeds upward from the reservoirportion 1004 via the second 90 degree type gear 918, the second pinion912, an additional space 1023 above the second pinion 912 (correspondingto the space 1005), the additional Archimedes spiral mechanism 1022, andthe additional channels 1024 to the second gear 904 and ultimately thefirst gear 902 as well (after which the oil then again proceeds backdown to the reservoir portion via the further channels 1018). Thus, oilreaches the first and second gears 902 and 904 and the entire thirdtransmission 616 is lubricated regardless of the direction of operationof the outboard motor 104.

Finally, it should also be noted that, assuming a given direction ofoperation of the outboard motor 104, while oil proceeds upward to thefirst and second gears 102, 104 via one of the Archimedes spiralmechanism 1008, 1022, it should not be assumed that the other of theArchimedes spiral mechanism 1022, 1008 is not operating in any manner.Rather, whenever one of the Archimedes spiral mechanisms 1008, 1022 istending to direct oil upward, the other of the Archimedes spiralmechanisms 1022, 1008 is tending to direct at least some of the oilreaching it back down to that one of the pinions 910, 912 and thenultimately to the reservoir portion 1004 as well (via the correspondingone of the 90 degree type gears 916, 918). Thus, in the example of FIG.10A showing oil to be provided upward due to operation of the Archimedesspiral mechanism 1008, it should also be understood that at least someof the oil reaching the second gear 904, rather than being directdownward back to the reservoir portion 1004 via the further channels1018, instead proceeds back down to the reservoir portion via theadditional Archimedes spiral mechanism 1022, which in this case wouldtend to be directing oil downward. Alternatively, if the outboard motor104 was operating in the reverse manner and oil was directed upward viathe additional Archimedes spiral mechanism 1022, then the Archimedesspiral mechanism 1008 would tend to direct at least some of the oilreaching it via the first gear 902 back down to the reservoir portion1004 as well.

As already noted, FIG. 10A also shows several cooling system componentsof the lower portion 122 of the outboard motor 104. In the presentembodiment, coolant for the outboard motor 104 and particularly theengine 504 is provided in the form of some of the water 101 within whichthe marine vessel assembly 100 is situated. More particularly, FIG. 10Ashows that the outboard motor 104 receives/intakes into a coolantchamber 1028 within the lower portion 122 some of the water 101 (seeFIG. 1) via multiple water inlets, namely, the lower water inlet 522 andtwo of the upper water inlets 524 already mentioned with respect to FIG.5. As earlier noted, the lower water inlet 522 is positioned along thebottom of the gear casing 206, near the front of that casing forward ofthe fin 210, and the water 101 proceeds into the coolant chamber 1028via the lower water inlet generally in a direction indicated by a dashedarrow 1030. It should further be noted from FIG. 10A that an oil drainscrew 1031 allowing for draining of oil from the reservoir portion1004/third transmission 616 extends forward from the third transmissiontoward the lower water inlet 522, from which it can be accessed andremoved so as to allow oil to drain from the third transmission eventhough the oil drain screw is still located interiorly within the outerhousing wall of the outboard motor 104. Such positioning of the oildrain screw 1031 is advantageous because, in contrast to someconventional arrangements, the oil drain screw does not protrude outwardbeyond the outer housing wall of the outboard motor 104 and thus doesnot create turbulence or drag as the outboard motor passes through thewater and also does not as easily corrode over time due to waterexposure.

In contrast to the lower water inlet 522, the upper water inlets 524 arerespectively positioned midway along the left and right sides of thelower portion 122 (particularly along the sides of a strut portion ofthe lower portion linking the top of the lower portion with thetorpedo-shaped gear casing portion at the bottom), and the water 101proceeds into the coolant chamber 1028 via these inlets in a directiongenerally indicated by a dashed arrow 1032. It should be understoodthat, as a cross-sectional view from the right side of the lower portion122, FIG. 10A particularly shows the left one of the upper water inlets524, while the right one of the upper water inlets (along the right sideof the lower portion 122) is shown instead in FIG. 5. More particularly,in the present embodiment, each of the respective left and right ones ofthe upper water inlets 524 is formed by the combination of a respectiveone of the cover plates 526 (previously mentioned in FIG. 5) and arespective orifice 528 within the respective left or right sidewalls(housing or cowling walls) of the lower portion 122. The respectivecover plate 526 of each of the upper water inlets 524 serves to partly,but not entirely, cover over the corresponding one of the respectiveorifices 528, so as to direct water flow into the coolant chamber 1028via the respective one of the upper water inlets in a front-to-rearmanner as illustrated by the dashed arrow 1032. The cover plates 526 canbe attached to the sidewalls of the lower portion 122 in a variety ofmanners, including by way of bolts or other fasteners, or by way of asnap fit.

Upon water being received into the coolant chamber 1028 via the lowerand upper water inlets 522, 524, water then proceeds in a generallyupward direction as indicated by an arrow 1029 toward the mid portion120 (and ultimately to the upper portion 118) of the outboard motor 104for cooling of other components of the outboard motor including theengine 504 as discussed further below. It should be further noted that,given the proximity of the coolant chamber 1028 adjacent to (forward of)the third transmission 616, cooling of the oil and third transmissioncomponents (including even the gears 902, 904) can be achieved due tothe entry of coolant into the coolant chamber. Eventually, after beingused to cool engine components in the mid portion 120 and upper portion118 of the outboard motor 104, the cooling water is returned back downto the lower portion 122 at the rear of the lower portion, where it isreceived within a cavity 1033 within a cavitation plate 1034 along thetop of the lower portion, and is directed out of the outboard motor viaone or more orifices leading to the outside (not shown). It should befurther noted that FIG. 10A, in addition to showing the cavity 1033,also shows the cavitation plate 1034 to support thereon a sacrificialanode 1036 that operates to alleviate corrosion occurring due to theproximity of the propeller 130 (not shown), which can be made of brassor stainless steel, to the lower portion 122/gear casing 206, which canbe made of Aluminum.

Although in the present embodiment the cover plates 526 allow water flowin through the respective orifices 528 into the coolant chamber 1028,and additionally water flow is allowed in through the lower water inlet522 as well, this need not be the case in all embodiments orcircumstances. Indeed, it is envisioned that, in at least someembodiments, a manufacturer or operator can adjust whether any one ormore of these water inlets do in fact allow water to enter the outboardmotor 104 as well as the manner(s) in which water flow into the coolantchamber 1028 is allowed. This can be achieved in a variety of manners.For example, rather than employing the cover plates 526, in otherembodiments or circumstances other cover plates can be used to achieve adifferent manner of water flow into the orifices 528 of the upper waterinlets 524, or to entirely preclude water flow into the coolant chamber1028 via the orifices (e.g., by entirely blocking over covering over theorifices). Likewise, a cover plate can be placed over the lower waterinlet 522 (or the orifice formed thereby) that would partly or entirelyblock, or otherwise alter the manner of, water flow into the coolantchamber 1028.

Adjustment of the lower and upper water flow inlets 522, 524 in thesetypes of manners can be advantageous in a variety of respects. Forexample, in some implementations or operational circumstances, theoutboard motor 104 will not extend very deeply into the water 101 (e.g.,because the water is shallow) and, in such cases, it can be desirable toclose off the upper water flow inlets 524 so that air cannot enter intocoolant chamber 1028 if the upper water flow inlets happen to bepositioned continuously above or occasionally exposed above the waterline 128, for example, if the water line is only at about a mid strutlevel 1038 as shown in FIG. 5 or even lower, further for example, at alevel 1040 (which can be considered the water line or water surface foron plane speed for surfacing propellers). Alternatively, in someimplementations or operational circumstances, the outboard motor 104will extend deeply into the water, such that the water line could be ata high level 1042 (which can be considered the water line or watersurface for on plane speeds for submerged propellers) above the upperwater flow inlets 524. In such cases, it would potentially be desirableto have all of the lower and upper water flow inlets 522, 524 configuredto allow for entry of the water 101 into the coolant chamber 1028.

Yet in still other circumstances, even with the outboard motor 104extending deeply into the water, it can be desirable for the upper waterflow inlets 524 to be configured to allow water entry therethrough andyet to block water entry via the lower water flow inlet 522, forexample, if the bottom of the lower portion 122 is nearing the bottom ofthe body of water in which the marine vessel assembly 100 is traveling,such that dirt or other contaminants are likely to enter into thecoolant chamber 1028 along with water entering via the lower water flowinlet 522 (but such dirt/contaminants are less likely to be present atthe higher level of the upper water flow inlets 524). It is often, ifnot typically, the case that one or more of the lower and upper waterflow inlets 522, 524 will be partly or completely blocked or modified bythe influence of one or more cover plates, to adjust for operationalcircumstances or for other reasons.

Referring still to FIG. 10A, in addition to the aforementioned coolingsystem components, also shown are several components of the outboardmotor 104 that are associated with the exhaust system. In particular, asdiscussed above and discussed further below, exhaust produced by theengine and delivered via the exhaust channels 512 (as shown in FIG. 5),depending upon the circumstance or embodiment, primarily or entirelydirected to the lower portion 122 and into an exhaust cavity 1044 thatis positioned generally aft relative to the components of the thirdtransmission 616 (e.g., aft of the first and second gears 902, 904 andfirst and second pinions 910, 912), generally in a direction indicatedby an arrow 1048. The exhaust cavity 1044 opens directly to the reargear casing 206. To show more clearly the manner in which the exhaustcavity 1044 is in communication with the exterior of the outboard motor104 (e.g., to the water 101), further FIG. 10B is provided that shows arear elevation view 1050 of the gear casing 206 of the lower portion122, cutaway from the remainder of the lower portion. For comparisonpurposes, a diameter 1052 of the gear casing 206 of FIG. 10B correspondsto a distance 1054 between lines 1056 and 1058 of FIG. 10A.

More particularly as shown in FIG. 10B, exhaust from the exhaust cavity1044 particularly is able to exit the outboard motor 104 via any and allof four quarter section orifices 1060 (which together make up theorifice 302 of FIG. 3) surrounding the propeller driving output shaft212 and respectively extending circumferentially around that outputshaft between respective pairs of webs 1062 extending radially inwardtoward the crankshaft from a surrounding wall 1064 of the lower portion122. Given the particular relationship between the cross-sectional viewof FIG. 10A and the rear elevation view of FIG. 10B, two of the webs1062 are also shown in FIG. 10A extending radially upward and downwardfrom the propeller driving output shaft 212 to the surrounding wall 1064of the lower portion 122. As shown, the webs 1062 also extend axiallyalong the propeller driving output shaft 212 and along the surroundingwall 1064. It can further be noted that, in the present embodiment, abore 1066 extends between the cavity 1033 that receives cooling waterand the exhaust cavity 1044, which allows some amount of excess coolingwater within the cavity 1033 to drain out of outboard motor 104 via theexhaust cavity 1044 and quarter section orifices 1060/orifice 302(although this manner of draining coolant is not at all the primarymanner by which coolant exits the outboard motor). It should be notedthat such interaction with coolant, and in other locations where thecoolant system interacts with the exhaust system, helps to cool theexhaust in a desirable manner.

Turning next to FIG. 11A, several other components of the exhaust systemof the outboard motor 104 are shown in additional detail by way of anadditional rear elevation view of the upper portion 118 and mid portion120 of the outboard motor, shown with the cowling 200 removed, and shownin cutaway so as to exclude the lower portion 122 of the outboard motor.In particular as shown, the exhaust conduits 512 receiving exhaust fromthe exhaust manifolds 510 along the right and left sides of the engine504 (see also FIG. 5) are shown extending downward toward the lowerportion 122 and the exhaust cavity 1044 described with respect to FIG.10A. As illustrated, the exhaust conduits 512 particularly direct hotexhaust along the port and starboard sides of the outboard motor 104, soas to reduce or minimize heat transfer from the hot exhaust to internalcomponents or materials (e.g., oil) that desirably should be or remaincool.

Exhaust from the engine 504 is primarily directed by the exhaustconduits 512 to the exhaust cavity 1044 since exhaust directed out ofthe outboard motor 104 via the orifice 302 proximate the propeller 130(not shown) is typically (or at least often) innocuous during operationof the outboard motor 104 and the marine vessel assembly 100 of which itis a part. Nevertheless, there are circumstances (or marine vesselapplications or embodiments) in which it is desirable to allow someexhaust (or even possibly much or all of the engine exhaust) to exit theoutboard motor 104 to the air/atmosphere. In this regard, and as alreadynoted with respect to FIGS. 2 and 3, in the present embodiment theoutboard motor 104 is equipped to allow at least some exhaust to exitthe outboard motor via the exhaust bypass outlets 204. Moreparticularly, in the present embodiment, at least some exhaust from theengine 504 proceeding through the exhaust conduits 512 is able to leavethe exhaust conduits and proceed out via the exhaust bypass outlets 204.So that exhaust exiting the outboard motor 104 in this manner is notoverly noisy, further in the present embodiment such exhaust proceedsonly indirectly from the exhaust conduits to the exhaust bypass outlets204, by way of a pair of left side and right side mufflers 1102 and1104, respectively, which are arranged on opposite sides of the transfercase 514 aft of the engine 504 within which is positioned the firsttransmission 606.

Further as shown in FIG. 11A, each of the left side muffler 1102 andright side muffler is coupled to a respective one of the exhaustconduits 512 by way of a respective input channel 1106. Each of themufflers 1102, 1104 then muffles/diminishes the sound associated withthe received exhaust, by way of any of a variety of conventional mufflerinternal chamber arrangements. Further, in the present embodiment, theleft and right side mufflers 1102, 1104 are coupled to one another byway of a crossover passage 1108, by which the sound/air patternsoccurring within the two mufflers are blended so as to further diminishthe noisiness (and improve the harmoniousness) of those sound/airpatterns. As a result of the operations of the mufflers 1102, 104individually and in combination (by way of the crossover passage 1108),exhaust output provided from the respective mufflers at respectiveoutput ports 1110 is considerably less noisy and less objectionable thanit would otherwise be. The exhaust output from the output ports 1110thus can be provided to the exhaust bypass outlets 204 (again see FIGS.2 and 3) so as to exit the outboard motor 104.

Turning to FIG. 11B, features of an alternate exhaust bypass outletsystem are illustrated, which can also (or alternatively) be implementedin the outboard motor 104. In this arrangement, again the exhaustconduits 512 are shown through which exhaust flows downward to the lowerportion 122 of the outboard motor. Additionally, portions of the inputchannels 1156 are shown that link the exhaust conduits 512 with bypassoutlet orifices 1158 in the cowl 200 of outboard motor. Further asshown, an idle relief muffler 1160 is coupled to each of the inputchannels 1156 by way of respective intermediate channels 1162 extendingbetween the idle relief muffler and intermediate regions 1164 of theinput channels. Exhaust as processed by the idle relief muffler 1160eventually is returned to the input channels 1156 prior to those inputchannels 1156 reaching the bypass outlet orifices 1158 by way ofrespective return channels 1166. Further, to govern the amount ofexhaust passing through the input channels 1156 from the exhaustconduits 512 to the bypass outlet orifices 1158, respective rotatable(and controllable) throttle plates 1168 are positioned within the inputchannels 1156 in between the locations at which the respectiveintermediate channels 1162 encounter the respective input channels (thatis, at the respective intermediate regions 1164) and the locations atwhich the respective return channels 1166 encounter the respective inputchannels. As result, the amount of exhaust that leaves the outboardmotor via the orifices 1158 can be controlled, and exhaust flow can bepermitted, limited, and/or completely precluded.

FIGS. 12, 13, and 14 are enlarged perspective, right side elevational,and front views, respectively, of a mounting system 108 in accordancewith embodiments of the instant disclosure. Mounting system 108generally links, or otherwise connects, an outboard motor to a marinevessel (for example, the exemplary outboard motor 104 and the exemplarymarine vessel 102 shown and described in FIG. 1). More particularly, themounting system 108 connects the outboard motor to the rear or transomarea of the marine vessel and, in this way, the mounting system can alsobe termed a “transom mounting system”. In accordance with at least someembodiments, mounting system 108 generally includes a swivel bracketstructure 1202, which is cast or otherwise formed. Extending from theswivel bracket structure 1202 is a pair of clamp bracket structures1204, 1206, respectively. In at least some embodiments, the clampbracket structures 1204, 1206 are generally mirror images of, and thusare symmetric with respect to, one another and in this respect can besaid to extend equally, or be equally disposed, with respect to theswivel bracket structure 1202. The clamp bracket structures 1204, 1206are generally used to secure the mounting system to the marine vesseltransom. In accordance with various embodiments, clamp bracketstructures 1204, 1206 include respective upper regions 1208, 1210, aplurality of holes 1212, 1214 for receiving connectors or fasteners1216, 1218. In addition, the clamp bracket structures 1204, 1206include, respective lower regions 1220, 1222, and slots 1224, 1226, forreceiving connectors or fasteners 1228, 1230. Connectors 1216, 1218,1228, and 1230 are used to affix the clamp bracket structures 1204,1206, and more generally the mounting system 108 to the marine vessel.Slots 1224 and 1226 provide for additional variability and/oradjustability such mounting by permitting the fasteners to be located ina variety of locations (e.g., higher or lower). Connectors 1216 and 1218(only a few of which are shown) and 1228 and 1230 can, as shown, takethe form of nut-bolt arrangements, but it should be understood thatother fasteners are contemplated and can be used. Similarly, with regardto the holes 1212 and 1214, and slots 1224 and 1226, it should beunderstood that the size, shape, number and precise placement, amongother items, can vary.

The swivel bracket structure 1202 further includes a first or uppersteering yoke structure 1240, as well as a second or lower steering yokestructure 1242 that are joined by way of a tubular or substantiallytubular structure 1246 (also called a steering tube structure). Thefirst yoke structure 1240 includes a first or upper crosspiece mountingstructure 1248 that is, in at least some embodiments, centered orsubstantially centered about the steering tube structure 1246, and thecrosspiece mounting structure terminates in a pair of mount portions1250, 1252 having passages 1254, 1256, respectively, which are used tocouple the swivel bracket structure, typically via bolts or otherfasteners (not shown), to the outboard engine via upper mountingbrackets or motor mounts 520 (FIG. 5). The second or lower yokestructure 1242 similarly includes a pair of mount portions 1258, 1260having passages 1262, 1264, respectively, which further couple, againtypically via bolts or other fasteners (not shown), to the outboardengine, typically via lower mounting brackets or motor mounts 518 (FIG.5) and as well be described below. A steering axis 1266 extendslongitudinally along the center of steering tube structure 1246 andthereby provides an axis of rotation, which in use is typically avertical or substantially vertical axis of rotation, for the upper andlower steering yoke structures 1240, 1242 and the swivel bracketstructure 1202 to which they are joined. Swivel bracket structure 1202is rotatable about a tilt tube structure 1243 having a tilt axis 1245and thus also relative clamp bracket structures 1206 and 1208. The tiltaxis 1245 generally is an axis of rotation or axis of pivot (e.g.,permitting tiling and/or trimming about the axis), but for simplicitythe axis is generally referred to simply as a tilt axis. When theoutboard motor is in use, the tilt axis 1245 is typically a horizontal,or substantially horizontal, axis of rotation.

FIG. 15 is a schematic illustration of the mounting system 108 havingthe swivel bracket structure 1202 and clamp bracket structures 1206 and1208. With reference to FIGS. 12 and 15. Passages 1254 and 1256 areseparated by a distance “d1” and passages 1262 and 1264 are separated bya distance “d2”. Similarly, passages 1254 and 1262 are separated by adistance “d3” and passages 1256 and 1264 are separated by a distance“d4”. As can be seen, distance d1 is longer or greater than distance d2.It should be understood that distances d1-d4 referenced here aregenerally taken from centers of the respective passages which, as shown,are typically cylindrical or substantially cylindrical in shape. Moregenerally, it should be understood that the distance separating therespective upper mounting portions is greater than the distanceseparating the lower mounting portions. In addition, other shapes forthe passages are contemplated and the relative position for establishingthe respective distances can vary to convenience. And more generally,connections can be accomplished using other structures besides passages,or external fastening mechanisms, and such modifications arecontemplated and considered within the scope of the present disclosure.

An axis 1266 is illustrated to extend between passages 1264 and 1266 andfurther, and axis 1268, is depicted to extend between passages 1256 and1264. For illustrative purposes, a center axis 1270 is providedbisecting the distances d1 and d2. As can be seen, by axes 1266 and 1268converge on axis 1270, as shown, at a point of convergence 1272 locatedbelow or beyond yoke structure 1242 and an angle theta is establishedbetween these axes. Advantageously, having a distance d1 larger than d2increases steering stability. More particularly, when the swivel bracketstructure 1202 is coupled to a horizontal crankshaft engine of the kinddescribed herein, resultant roll torque is reduced or minimized.

It is noted that while in the instant embodiment both the upper andlower yoke structures include a pair of passages, it should beunderstood that this can vary but yet still provide for theaforementioned convergence. For example, the lower yoke structure couldinclude only a single mounting portion, with the single mounting portion(which again can include a passage) for mounting the yoke structure toswivel bracket structure located below and between the pair of uppermounting portions of the first or upper steering yoke structure suchthat the there is a similar convergence from the upper mounting portionsto the lower mounting portion. In at least one embodiment the singlemount portion would be generally situated, and in at least someinstances centered about, the steering axis.

Referring to FIG. 16, an enlarged top view of the mounting system 108 ofFIG. 12 is shown. FIG. 17 illustrates a cross sectional view of themounting system of FIG. 12 along or through tilt tube structure 1243.The tilt tube 1243 further provides a housing for a power steeringcylinder 1280 having a central axis 1282 that coincides, orsubstantially coincides, with the tilt axis 1245. The power steeringcylinder includes a power steering piston 1284 that translates orotherwise moves within the steering cylinder 1280 in response to powersteering fluid (e.g., hydraulic fluid) movement. Actuation of thesteering cylinder 1280 provides translation of a steering arm mechanism1286 to actuate steering of the swivel bracket structure 1202 about thesteering axis 1266. Positioning the power steering cylinder inside thetilt tube, the need for additional mounting space for the power steeringcomponents is eliminated. Further, such positioning accommodates thescaling of the structures, with the relative trim tube and powersteering tube structure size typically related (e.g., based on enginesize, vessel sized, etc.).

Several other considerations can be noted in relation to the powersteering operation of the outboard motor 104. For example, in accordancewith the present embodiment, a tilt tube structure (or, more generally a“tilt structure”) surrounds a power steering actuator, the actuatorcomprising a hydraulic piston. However, it should be understood that, inaccordance with alternative embodiments, a variety of actuators can beused, including by way of example, an electronic linear actuator, a ballscrew actuator, a gear motor actuator, and a pneumatic actuator, amongothers. Various actuators can also be employed to controltilting/trimming operation of the outboard motor 104.

It should further be noted that the degree of rotation (e.g., pivoting,trimming, tilting) that can take place about a tilt tube structure axisof rotation (or more generally a “tilt structure axis of rotation”) canvary depending upon the embodiment or circumstance. For example, inaccordance with at least some embodiments, trimming can typicallycomprise a rotation of from about −5 degrees from horizontal to 15degrees from horizontal, while tilting can comprise a greater degree ofrotation, for example, from about 15 degrees from horizontal to about 70degrees from horizontal. Further, it can be noted that, as the powersteering structure (or other actuator) size is increased, the tilt tubestructure that at least partially surrounds or houses the power steeringstructure is increased. Such increase in size of the tilt tube structuregenerally increases the strength of the tilt tube structure. The tilttube structure can be constructed from steel or other similarly robustmaterial.

FIG. 18 is a right side view of outboard motor 104 showing anillustrative outboard motor water cooling system 1300 in accordance withvarious embodiments of the present disclosure. Cooling water flowsthroughout the motor to cool various components as shown and described,and such cooling water flow is generally represented by various arrows.As previously described in detail with respect to FIG. 10A, the outboardmotor 104 receives/intakes, indicated by arrows 1301, 1302 into thelower portion 122 some of the water 101 (see FIG. 1) via multiple waterinlets 522, 524, respectively. Cooling water then proceeds generallyupwardly, as indicated by an arrow 1029, toward and into the mid portion120 of the outboard motor 104 to provide a cooling affect. In accordancewith at least some embodiments and as shown, cooling water proceedsgenerally rearwardly and then generally upwardly (e.g., vertically orsubstantially vertically) as indicated by an arrows 1306 and 1308,respectively, in the mid portion 120 past the second transmission oilreservoir 624 (shown in phantom) and gears 902 and 904 (which can beconsidered part of the lower portion 122) and thereby cools the oil inthe reservoir and the gears.

Cooling water traverses generally upwardly, as indicated by arrow 1310,past, and in so doing cools, the second transmission 608, and into theupper portion 118, which includes the engine 504. More specifically, andin accordance with at least some embodiments, cooling water traversesforwardly, as indicated by arrow 1312 to a water pump 1315 where itproceeds, in the embodiment shown, upwardly, as indicated by arrow 1316.Water that is pumped by the water pump 1315 exits the water pump, afterdoing so, flows, as indicated by arrow 1318, into and through, so as tocool, an engine heat exchanger and an engine oil cooler, which aregenerally collectively referenced by numeral 1320. The engine heatexchanger and engine oil cooler 1320 serve to cool a heat exchangerfluid (e.g., glycol, or other fluid) and oil, respectively, within orassociated with the engine 504 and at least in these ways accomplishcooling of the engine. A circulation pump circulates the cooled glycol(or other fluid) within the engine 504.

After exiting the engine heat exchanger and engine oil cooler 1320,water flows generally downwardly, toward and into a chamber surroundingthe exhaust channels 512 (one of which is shown), as indicated by arrow1322, where it then flows back upwardly, as indicated by arrows 1324,1326, into the exhaust manifold 510. It is noted that, while in thechamber (not shown) surrounding the exhaust channels 512, cooling waterruns in a direction counter to the direction of exhaust flow so as tocool the exhaust, with such counter flow offering improved cooling(e.g., due to the temperature gradient involved). From the exhaustmanifold 510, cooling water flows downwardly, as indicated by arrow1328, through the mufflers 1102, 1104 and past the first transmission514 and, in so doing, cools the mufflers and the transmission. Coolingwater continues to proceed out of the outboard motor 104 and into thesea, typically via the cavitation plate 1034 along the top of the lowerportion 122.

From the above description, it should be apparent that the coolingsystem in at least some embodiments actually includes multiple coolingsystems/subsystems that are particularly (though not necessarilyexclusively) suited for use with outboard motors having horizontalcrankshaft engines such as the outboard motor 104 with the engine 504.In particular, in at least some embodiments, the outboard motor includesa cooling system having both a closed-loop cooling system (subsystem),for example, a glycol-cooling system of the engine where the glycol iscooled by the heat exchanger. This can be beneficial on several counts,for example, in that the engine need not be as expensive in its designin order to accommodate externally-supplied water (seawater) for itsinternal cooling (e.g., to limit corrosion, etc.). At the same time, theoutboard motor also can include a self-draining cooling system(subsystem) in terms of its intake and use of water (seawater) toprovide coolant to the heat exchanger (for cooling the glycol of theclosed-loop cooling system) and otherwise, where this cooling system isself-draining in that the water (seawater) eventually passes outof/drains out of the outboard motor 104. Insofar as the engine 504includes both a closed-cooling system and a self-draining coolingsystem, the engine includes both a circulation pump for circulatingglycol in the former (distinctive for an outboard motor) and a water(e.g., seawater) pump for circulating water in the latter. Highcirculation velocity is achievable even at low engine speeds. Further byvirtue of these cooling systems (subsystems), enhanced engine operationis achievable, for example, in terms of better thermally-optimizedcombustion chamber operation/better combustion, lower emissionsignatures, and relative avoidance of hot spots and cold spots.

Many modifications to the above cooling system 1300 (and associatedcooling water flow circuit) are contemplated and considered within thescope of the present disclosure. For example, the water pump 135, or anadditional water pump, can be provided in the lower portion 122 (e.g.,in a lower portion gear case) to pump water from a different location.In addition, and as already noted, various modifications can be madeengine components and structures already described herein, includingtheir placement, size, and the like and the above-described coolingsystem can be modified account for such changes.

FIG. 19 is a schematic illustration of an alternative arrangement for anoutboard motor water cooling system 1900, in accordance with variousembodiments of the present disclosure. In the present illustration,cooling water flow is again represented by various arrows. As shown,cooling water flows, as indicated by arrow 1902, into the water inlets522, 524. In the instant exemplary embodiment, cooling water flows, asindicated by arrow 1904 and arrows 1906 and 1908, to first and secondwater pumps 1907, 1909 and, in so doing, cools the pumps. Water that ispumped by the water pump 1907 exits the water pump and, after doing so,flows, as indicated by arrow 1910, into and through an engine heatexchanger 1912 and then an engine oil cooler 1914. While shown asseparate coolers, it is understood that the engine heat exchanger 1912and the engine oil cooler 1914 can be integrated as a collective unit(e.g., as described with regard to FIG. 18). The engine heat exchanger1912 serves to cool engine coolant (e.g., glycol, or similar fluid), andthe engine oil cooler 1914 serves to cool oil, and at least in theseways cooling of the engine 504 is accomplished. After exiting the engineheat exchanger 1912 and engine oil cooler 1914, cooling water flows, asindicated by arrows 1916 and 1918 out to the sea, via a cavity 1033,which can be located within the cavitation plate in the lower portion122.

In addition to, or in parallel with the cooling of the engine heatexchanger 1912 and the engine oil cooler 1914 as just described, wateris pumped by the water pump 1907 and proceeds into a chamber (not shown)surrounding the exhaust channels 512. In so doing cools exhaust flowingwithin the channels. In at least some embodiments, the cooling watergenerally traverses, as indicated by 1920, the engine 504, and it isnoted that such water flow may, but need not necessarily, serve toprovide a cooling effect for the engine. Cooling water then flows to andcools the intercooler 1922 (or charge cooler) as indicated by arrow1924, 1926. As indicated by arrows 1930, 1932, cooling water flowsthrough the mufflers 1102, 1104, as well as past the first transmission514, and in so doing, the mufflers and the first transmission arecooled. Finally water proceeds, as indicated by arrows 1934, 1936 fromthe mufflers 1102, 1104, as well as from the first transmission 514, asindicated by arrow 1938, out of the outboard motor to the sea, forexample, via a cavity 1033.

Again, it is noted that many modifications to the above cooling systemsare contemplated and considered within the scope of the presentdisclosure. For example, cooling of the intercooler 1922 can beseparated from the cooling of the exhaust channels, the mufflers and thefirst transmission. An additional water pump and an additional heatexchanger (e.g., a dedicated heat exchanger) can be provided toaccomplish such separated cooling of the intercooler 1922 (andassociated cooling passages), allowing for the intercooler utilize alighter fluid, such as glycol. Again, various modifications can be madeengine components and structures already described herein, includingrespective placement, size, and the like and the above-described coolingsystem 1900 can be modified account for such changes.

FIG. 20 is a right side view of the outboard motor 104 including a rigidconnection of multiple motor components or structures to create a rigidstructure or rigid body structure, indicated by dashed line 2000, andrelated method of assembly of the rigid structure, is shown inaccordance with embodiments of the invention. The outboard motor caninclude a horizontal crankshaft engine 504. The engine 504 (or a surfaceor portion of the engine), can be bolted or otherwise connected to thefirst transmission 514 (or a surface or portion of the firsttransmission). The engine 504 is oriented horizontally, or substantiallyhorizontally, and a horizontal plane representative of such orientationis indicated illustratively by horizontal dashed line 2002. The firsttransmission 514 is oriented vertically, or substantially vertically,and a vertical plane representative of such orientation is indicatedillustratively by vertical dashed line 2004. The first transmission 514(or a surface or portion of the first transmission) can be bolted orotherwise connected to the second transmission 608 (or a surface orportion of the second transmission). The second transmission 608 isoriented horizontally, or substantially horizontally, and a horizontalplane representative of such orientation is indicated illustratively byhorizontal dashed line 2006. And the second transmission 608 (or asurface or portion of the second transmission, such as a cover portion)can be bolted or otherwise connected to the engine 504 (or a surface orportion of the engine) by way of a vertically oriented additionalstructure 2007, which can take the form of, for example, a cast motorstructure or frame portion. A vertical, or substantially vertical, planerepresentative of such orientation is indicated illustratively byvertical dashed line 2008.

Rigid body structure 2000 thus is created by the interaction of thesefour structures engaged with one another. In accordance with at leastone aspect and in the present illustrated embodiment, rigid bodystructure 2000 is rectangular or substantially rectangular in shape.Fastener 2010 is provided. Fastener 2010 permits adjustability needed(e.g., due to manufacturing tolerances and other variations) in theassembly of rigid body structure 2000 and particularly allows forvariation in the spacing between the forwardmost portion of the engineand the forward most portion of the second transmission, that is, thespacing afforded by the additional structure 2007. In accordance with atleast some embodiments, the center of gravity 2012 of the outboard motor504 is located between the vertical (or substantially vertical) planes2008 and 2004 of the rigid body structure 2000 and substantially at theplane 2002 of the engine 504. Creation and position of the rigid bodystructure 2000 in accordance with embodiments of the invention,including those which are illustrated, is particularly beneficial inthat it offers resistance to bending and torsional moments (or similarstresses) which may result during operation of the outboard motor 504.

FIG. 21 is a reduced right side view of the outboard motor 104 and amounting system 108, the mounting system being used to mount theoutboard motor to a marine vessel as previously described. FIG. 22 is aschematic cross sectional view, taken along line 22-22 of FIG. 21,showing a progressive mounting assembly 2200. FIG. 22 shows the lowersteering yoke structure 1242 mounted or otherwise connected to the lowermounting bracket structure 518 by way of bolts or other fasteners 2201so that the mid portion 120 of the outboard motor 104 is linked to themounting system 108. Also shown is steering tube structure 1246 whichprovides, as already described, for rotation of the mounting system 108about the steering axis. A thrust mount structure 2202 is furtherprovided between the mid portion 120 and the lower steering yokestructure 1246. Taken together, it can be seen that the progressivemounting assembly includes the lower steering yoke structure 1242, thelower mounting bracket structure 518, and the thrust mount structure2202.

FIGS. 23A-C are schematic illustrations depicting the progressive natureof the progressive mounting structure 2200 of FIG. 21 at various levelsof operation. With references to FIG. 23A in particular, along withFIGS. 21 and 22, the progressive mounting structure 2200 is shown at anoperational level having a low load (e.g., the motor 504 powers themarine vessel 102 at a slow or very slow speed) powering a watercraft.Accordingly, thrust mount structure 2202, which is disposed relative to,and possibly directly contacting motor mid portion 120, but with a spaceor air gap separating the thrust mount structure 2202 from the loweryoke assembly 1242.

With references to FIG. 23B in particular, along with FIGS. 21 and 22,the progressive mounting structure 2200 is shown at an operational levelhaving a medium load (e.g., the motor 504 powers the marine vessel 102at a medium or mid level speed). Accordingly, thrust mount structure2202, which is disposed relative to, and possibly directly contactingmotor mid portion 120, now contacts the lower yoke assembly 1242. Thatis, the thrust mount structure 2202 has moved relative the lower yokeassembly 1242 (e.g., such relative movement is permitted by way of thefasteners 2201), and the space or air gap previously separating thethrust mount structure 2202 from the lower yoke assembly 1242 iseliminated.

With references to FIG. 23C in particular, along with FIGS. 21 and 22,the progressive mounting structure 2200 is shown at an operational levelhaving a high load (e.g., the motor 504 powers the marine vessel 102 ata high speed). Accordingly, thrust mount structure 2202, which isdisposed relative to, and possibly directly contacting motor mid portion120. The space or air gap previously separating the thrust mountstructure 2202 from the lower yoke assembly 1242 is eliminated and thethrust mount structure 2202 contacts the lower yoke assembly 1242. Thethrust mount structure 2202 is shown in a deformed state because it nowserves to transfer force created by the high level of operation.

It should be understood that the aforementioned progressive mountingsystem previously described is illustrative in nature and variousalternatives and modifications to the progressive mounting system can bemade. Also, the progressive mounting structure facilitates changes tothe thrust mount structure. For example, a thrust mount structure can,with relative ease, be removed and replaced with another thrust mounthaving different characteristics, such as a different size, shape orstiffness. Advantageously, the progressive mounting system is capable ofbeing tuned or changed to accommodate a wide range (from very low tovery high) of thrust placed on the system in a manner that is compactand suitable for a wide variety of outboard motor mounting applications.

From the above discussion, it should be apparent that numerousembodiments, configurations, arrangements, manners of operation, andother aspects and features of outboard motors and marine vesselsemploying outboard motors are intended to be encompassed within thepresent invention. Referring particularly to FIG. 24, a rear elevationview is provided of internal components one alternate embodiment of anoutboard motor 2404. In this embodiment, as with the outboard motor 104,there is a horizontal crankshaft engine 2406 with a rearwardly-extendingcrankshaft extending along a crankshaft axis 2408 at an upper portion2409 of the outboard motor, a first transmission having an outerperimeter 2410, a second transmission 2412 within a mid portion 2413 ofthe outboard motor, and a third transmission 2414 at a lower portion2415 of the outboard motor. Also, there is an intake manifold 2416 atopthe engine 2406, exhaust manifold ports 2418 extending outward from portand starboard sides of the engine, and both cylinder heads 2420 of theengine and an engine block 2422 of the engine are visible, as is aflywheel 2424 mounted adjacent the rear of the engine. A gearcasemounting flange 2425 is further illustrated that can be understood asdividing the lower portion 2415 from the mid portion 2413, albeit it canalso be understood as within the lower portion only. Further, in thisembodiment, a supercharger 2426 is positioned above the engine block2422 between the cylinder heads 2420. Although not shown, in stillanother embodiment a turbocharger can instead be positioned at thelocation of the supercharger 2426 or, further alternatively, one or moreturbochargers can be positioned at locations 2429 beneath the manifoldports 2418.

Although in the embodiment of FIG. 24, port and starboard tubularexhaust conduits 2428 and 2430 extend downward (similar to the exhaustconduits of the engine 104) from the exhaust manifold ports 2418 to thelower portion 2415. However, in the embodiment of FIG. 24, the tubularexhaust conduits serve as more than merely conduits for exhaust. Rather,in the embodiment of FIG. 24, the tubular exhaust conduits collectivelyserve as a tubular mounting frame 2432 for the outboard motor 2404. Inparticular, the tubular mounting frame 2432 is capable of connecting theupper portion 2409, the mid portion 2413, and lower portion 2415 of theoutboard motor 2404 with one another. Further, in still otherembodiments, in addition to or instead of conducting exhaust, one ormore tubes of such a tubular mounting frame can conduct coolant or otherfluids as well.

From the above discussion, it should be understood therefore that thepresent invention is intended to encompass numerous features,components, characteristics, and outboard motor designs. Among otherthings, in at least some embodiments, the outboard motors encompassedherein are designed to be fastened to the aft end of a boat or othermarine vessel (e.g., the transom) and to power or thrust the marinevessel through the use of a horizontal crankshaft engine. Further, in atleast some embodiments, the outboard motors employ an engine that iscoupled to a first transmission, a second transmission, and a thirdtransmission, and/or is capable of steering about a steering axis and/orbeing rotatably trimmed about a trim axis. Further, in at least someembodiments, the outboard motor includes three portions, namely, upper,middle, and lower portions.

Also, in at least some embodiments, the engine is mounted above thetransom with the crankshaft centerline substantially horizontal andsubstantially parallel to a keel longitudinal axis of the boat (parallelto the keel line or other bow-to stern axis) when trimmed to a nominalangle of 0 degrees (the steering axis can be perpendicular a sea levelsurface). The engine power take off (PTO) faces aft and rotatably drivesa first transmission that transfers torque downwardly to a secondtransmission, which transmits torque through and 90 degree corner andthen into a vertical output shaft than can be also be termed adriveshaft. The driveshaft transmits the torque to a third transmission,typically within a gearcase, which directs the torque into a horizontalpropeller shaft where a propeller transfers the torque into thrust. Thehorizontal propeller shaft is typically located at or below the surfaceof the water so as to enable single or counter-rotating twin propellers.In at least some embodiments, the architecture of the outboard motor isintended to achieve good balance on the transom of the boat/marinevessel, good vibration isolation, and good steering stability across awide operating speed range.

Additionally, in at least some embodiments, a pivot axis for trimmingand tilting the outboard motor is located at the top of the transom,below the crankshaft centerline ahead of the steering axis (as notedabove, the engine also is entirely or substantially above the trimmingaxis). A vertical steering axis is created by the swivel bracket whichis constrained at the pivot axis for the trim system by the clampbrackets which are equally disposed to either side of the swivel bracketfor securing the outboard to the transom. The outboard motor can bemounted to the swivel bracket with a plurality (e.g., four) rubbermounts attached by the steering head shafting which is rotatably mountedto the swivel bracket. The four rubber mounts create an elastic mountingaxis which is designed to be aft of the vertical steering axis.Mountings as described are in the center portion of the outboard, ormidsection. Extending the mounting axis upward to the upper portionwhere the engine is located, the elastic axis will be substantiallyproximal to the engine mounting positions which are located on oppositesides of the engine block proximal the midline of the crankshaft whichis also proximate the vertical plane which contains the center ofgravity of the engine whereby the discrete engine center of gravity as aseparate component is mounted to the outboard's elastic mounting axisproximate the engines center of gravity. Extending the elastic axisdownward to the lower portion, the gearcase, to the intersection of thepropshaft centerline, the steering axis will be forward of the elasticaxis and the elastic axis will be forward of the gearcase plan viewcenter of pressure. With this architecture steering and vibrationstability can be achieved.

Further, a mounting system that generally connects an outboard motor toa marine vessel is described in connection with a wide variety ofembodiments. The mounting system accommodates significant thrustresulting from, for example, high power output by the engine duringoperation. As disclosed and in accordance with a variety of embodiments,the distance separating upper mounts or mounting portions is greaterthan the distance separating the lower mounts or mounting portions (orin the case of a single lower mount, the single lower mount or mountingportion is between and below the upper mounting portions). Such uppermount structure “spread” results in increased steering stability. In atleast some further embodiments, an additional mounting structure (e.g.,a thrust mount) can be included below the upper mount structure (e.g.,yoke structure) for additional engagement with the outboard motor underat least some operating conditions. In such embodiments, there are five(or possibly four, if there is only one lower mount) mounts in themounting assembly.

Further, in at least some embodiments, the engine is mounted to atubular assembly which provides mountings for the engine, first, secondand third transmissions, and the elastic mounts. The tubular structurecan be constructed in such a way as to utilize the rear tubular segmentsas exhaust passages thus eliminating extra plumbing within the outboardsystem. The upper portion of the tubular structure provides a pair ofmounting pads, disposed on opposite sides of the longitudinalcenterline, which are designed to receive the engine mounts. Further,the upper portion provides a rear engine mounting surface designed tomount to the rear face of the engine to which the first transmissionwill also fasten. Thus, the rear mounting surface of the tubularstructure is a plate that mounts the engine on one side and the firsttransmission on the other side. This method of mounting located theengines center of gravity as described above as well as providing athird rear mount for additional stability while under operatingconditions. Additionally, the middle section of the tubular midsectionprovides a mounting surface for the second transmission. Below themounting surface for the second transmission, the midsection providesfor an oil sump for the transmission as well as a fuel sump and locationfor a high pressure fuel pump. Further, the lower section of themidsection provides for the mounting of the third transmission, thegearcase.

Additionally, it least some embodiments, the present invention concernsan outboard motor and/or marine vessel assembly having any one or moreof the following features:

-   -   1) the center of gravity of the engine is vertically above the        crankshaft center line;    -   2) torque flow: horizontal through engine, downward thru first        transmission, forward and downward thru second transmission,        downward and rearward thru third transmission;    -   3) wet clutch mounted in the midsection with a horizontal input        and a vertical output;    -   4) tubular midsection construction;    -   5) separate oil pumps—dual engine pumps, transmission pump, and        gearcase pump;    -   6) horizontal crankshaft with propeller below and engine        vertically above;    -   7) dry sump with horizontal crankshaft;    -   8) engine oil proximate the transmission oil, and cooled by sea        water;    -   9) outboard engine with integrated circulation pump and a        separate remote circulation pump drive by an accessory belt for        raw seawater    -   10) air to glycol water cooling of an aluminum intercooler;    -   11) horizontal crankshaft outboard w/supercharger located in the        vee of a vee type engine with the supercharger located below the        intake manifold;    -   12) a horizontal crankshaft outboard engine with at least a        turbo charger located in the V of a V-type engine with exhaust        manifold also in the V;    -   13) a horizontal crankshaft engine with turbo chargers disposed        on either side of the crankcase;    -   14) a horizontal crankshaft outboard with a supercharger above        crankshaft centerline with an intercooler above crankshaft        center line, with an intake manifold inlet above the        supercharger;    -   15) a tubular midsection construction with exhaust conduit        integrated as a structural member with the midsection;    -   16) the above including the combination of a water outlet tube        with an exhaust tube;    -   17) outboard motor with exhaust downwardly toward the propeller        and upwardly toward a throttled outlet located above the        waterline;    -   18) closure of exhaust throttle valves opens a third passage for        idle relief through an exhaust attenuation circuit;    -   19) an exhaust throttle valve that actuates a water control        circuit for an idle relief muffler,    -   20) a horizontally disposed inlet to an exhaust system, without        a riser, that flows downwardly toward the propeller,    -   21) outboard engine with accessory drive ahead of the driveshaft        centerline;    -   22) an outboard with accessory drive in front of driveshaft        centerline and a transmission behind the driveshaft centerline;    -   23) an outboard with a flywheel behind driveshaft centerline;    -   24) flywheel behind an engine, in front of a transmission, above        a second transmission, above a third transmission;    -   25) a horizontal crankshaft outboard in combination with a wet        clutch in the second transmission and a counter rotating        propeller set;    -   26) a 90 degree transmission above the gearcase allowing torque        to be evenly split between front and rear gears in both forward        and reverse rotations to minimize torpedo diameter by        eliminating shifting in the gearcase;    -   27) the above feature where the 90 degree transmission drives a        third transmission with 2 input pinions and a single output        shaft, and/or the above feature in combination with actively        managed exhaust bypass to allow increased reverse thrust;    -   28) water cooling flow path where the water induced by vacuum        water the gearcase, then passes the first transmission, then the        second transmission, then the engine oil, to the inlet of a sea        pump, where it is pressurized to pass through a heat exchanger,        then up to the exhaust manifolds, then downwardly, then mixed        with the exhaust and discharged, some with the exhaust and some        without;    -   29) provision for the metering of water into the exhaust stream        of the engine for the purpose of cooling but limiting and        controlled to reduce the back pressure w/the balance of water        discharged outside of the exhaust path;    -   30) idle relief discharge to be common w/exhaust bypass where        the discharge is located downstream of the throttle plate;    -   31) a hinged cowl system allowing the cowl to be hinged up out        of the way without being removed that can also be alternately        removed without being hinged up first;    -   32) a hinged cowl with a mechanical tether to prevent cowl        ejection in the event of a strike of an underwater object while        at operating speeds;    -   33) the above feature with the mechanical tether disposed        opposite the service access points of the engine.

Among other things, in at least some embodiments, the present inventionrelates to an outboard motor configured to be mounted on a marinevessel. The outboard motor includes a housing including an upper portionand a lower portion, where at least one output shaft extends outwardfrom the lower portion upon which at least one propeller is supported,and an engine configured to provide first torque at a first shaftextending outward from the engine, the engine being substantiallysituated within the housing. The outboard motor also includes a firsttransmission device that is in communication with the first shaft so asto receive the output torque and configured to cause second torqueincluding at least some of the first torque to be communicated to afirst location beneath the engine, a second transmission deviceconfigured to receive the second torque and to cause third torqueincluding at least some of the second torque to be communicated to asecond location beneath the first location within or proximate to thelower portion, a third transmission device positioned within orproximate to the lower portion that is configured to receive the thirdtorque and cause at least some at least some of the third torque to beprovided to the at least one output shaft.

Also, in at least some such embodiments, the first shaft is a crankshaftof the engine and extends aftward from the engine along a horizontal orsubstantially horizontal crankshaft axis, and a center of gravity of theengine is positioned above the horizontal crankshaft axis. Further, inat least some such embodiments, the third transmission device issituated at least partly within a gear casing of the lower portion, thegear casing having at least a portion that is substantiallytorpedo-shaped. Also in at least some such embodiments, the at least oneoutput shaft includes a first output shaft and the at least onepropeller includes a first propeller. Further, in at least some suchembodiments, the third transmission device is situated at least partlywithin a gear casing of the lower portion, where the gear casing housestherewithin first and second pinions, where each of the first and secondpinions is configured to receive a respective portion of the thirdtorque, where the first and second pinions are respectively configuredto rotate in opposite directions, where the gear casing further housesfirst and second additional gears are both axially aligned with thefirst output shaft, where the first and second additional gearsrespectively engage the first and second pinions in a manner such thatopposite rotation of the first and second pinions relative to oneanother causes both of the first and second additional gears to rotatein a shared direction, and where such operation allows for the gearcasing to have a reduced cross-sectional area. Additionally, in at leastsome such embodiments, the third transmission device additionally hasthird and fourth gears respectively situated above and coupled to thefirst and second pinions, respectively, where the third gear is coupledat least indirectly to the second transmission device so as to receivethe third torque and drives the fourth gear. Further, in at least somesuch embodiments, the third transmission device is either a twin piniontransmission device or a single pinion transmission device, or the atleast one output shaft additionally includes a second output shaft andthe at least one propeller includes a second propeller, where the thirdtransmission device is configured to cause the first and second outputshafts to rotate in respectively opposite directions upon receiving thethird torque such that the first and second propellers rotate inrespectively opposite directions.

Additionally, in at least some such embodiments, the second transmissiondevice includes, or is configured to receive the second torque via, anintermediate shaft, where the intermediate shaft is below andsubstantially parallel to the first shaft, and further in at least somesuch embodiments, the second transmission device is a multi-plate wetdisk clutch transmission, and the third torque is communicated from thesecond transmission device to the third transmission device via anadditional shaft that is substantially vertical in orientation, or thesecond transmission device is capable of being controlled to achieveforward, neutral, and reverse states, where in the forward state thesecond transmission device is configured to communicate the third torquein a first rotational direction, where in the reverse state the secondtransmission device is configured to communicate the third torque in asecond rotational direction, and where the third transmission device isa twin pinion transmission device.

Further, in at least some such embodiments, the first transmissiondevice includes one of (a) a series of gears each having a respectiveaxis extending parallel to a first axis of the first shaft extendingoutward from the engine; (b) a first wheel or gear driven by the firstshaft in combination with a second wheel or gear that drives a secondaryshaft for providing the second torque further in combination with a beltor chain for linking the respective wheels or gears; or (c) first andsecond 90 degree type gear arrangements that interact such that thefirst torque provided via the first shaft is communicated from the first90 degree type gear arrangement downward via an intermediary shaft tothe second 90 degree type gear arrangement, which in turn outputs thesecond torque. Also, in at least some such embodiments, either (a) thefirst transmission device includes a transfer case that includes anarrangement of gears or other components that interact so that firstrotational movement received from the first shaft is converted intosecond rotational movement accompanying the second torque, the secondrotational movement differing in speed or magnitude from the firstrotational movement, or (b) the second torque includes substantially allof the first torque, the third torque includes substantially all of thesecond torque, and the output shaft receives substantially all of thethird torque.

Additionally, in at least some such embodiments, an oil reservoir forholding oil for the second transmission device is located within a midportion of the outboard motor, between the second transmission deviceand the third transmission device, or the oil reservoir is either (a)cooled by water coolant arriving from the lower portion of the outboardmotor, or (b) is capable of holding substantially 5 Liters or more ofoil; and in addition to the oil reservoir for the second transmissiondevice, each of the engine, the first transmission device, and thirdtransmission device additionally has a further respective dedicated oilreservoir or repository of its own, so as to enhance operationalrobustness of the outboard motor. Also, in at least some suchembodiments, a flow of rotational power from the engine to a propellerlocated at an aft end of a first propeller shaft of the at least oneoutput shaft follows an S-shaped route from the engine to the firsttransmission device to the second transmission device to the thirdtransmission device and finally to the propeller. Further, in at leastsome such embodiments, a gear ratio achieved between the output shaftand a first propeller shaft of the at least one propeller shaft can bevaried by an operator by modifying at least one characteristic of atleast one of the first, second, and third transmission devices.

Additionally, in at least some such embodiments, an aft surface of theengine is rigidly attached to the first transmission device, where thefirst transmission device is further rigidly attached to the secondtransmission device, and where the second transmission device is furtherrigidly attached, at least indirectly by an additional rigid member, tothe internal combustion engine, whereby in combination the engine, firstand second transmission devices, and additional rigid member form arigid combination structure. Also, in at least some such embodiments,the outboard motor further includes a tubular assembly that providesmountings for the engine and each of the transmission devices, where afirst of the mountings provided by the tubular assembly is located at amidsection of the tubular assembly, where proximate the midsection isfurther provided at least one of an oil sump, a fuel sump and a fuelpump, and where the tubular assembly includes at least a first tube thatserves as a conduit for exhaust produced by the engine.

Further, in at least some additional embodiments, the present inventionrelates to a method of operating an outboard engine. The method includesproviding first torque from the engine at a first shaft extendingaftward from the engine, causing second torque including at least someof the first torque to be provided to a first location below the engineat least in part by way of a first transmission device, and causingthird torque including at least some of the second torque to be providedto a second location below the first location at least in part by way ofa second transmission device. The method additionally includes causingfourth torque including at least some of the third torque to be providedto a propeller supported in relation to a torpedo portion of theoutboard engine.

Additionally, in at least some embodiments, the present inventionrelates to an outboard motor configured for attachment to and use with amarine vessel. The outboard motor comprises an internal combustionengine that is positioned substantially (or entirely) above a trimmingaxis and that provides rotational power output via a crankshaft thatextends horizontally or substantially horizontally, a propellerrotatable about a propeller axis and positioned vertically below theinternal combustion engine when the outboard motor is in a standardoperational position, and at least one transmission component thatallows for transmission of at least some of the rotational power outputto the propeller. Further, in at least some such embodiments of theoutboard motor, the outboard motor includes a front surface and an aftsurface, the outboard motor being configured to be attached to themarine vessel such that the front surface would face the marine vesseland the aft surface would face away from the marine vessel when in thestandard operational position, and the crankshaft of the engine extendsin a front-to-rear direction substantially parallel to a line linkingthe front surface and aft surface. Also, in at least some suchembodiments of the outboard motor, the internal combustion engine is anautomotive engine suitable for use in an automotive application andfurther, in at least some additional embodiments, one or more of thefollowing are true: (a) the internal combustion engine is one of an8-cylinder V-type internal combustion engine; (b) the internalcombustion engine is operated in combination with an electric motor soas to form a hybrid motor, (c) the rotational power output from theinternal combustion engine exceeds 550 horsepower, and (d) therotational power output from the internal combustion engine is within arange from at least 557 horsepower to at least 707 horsepower.

Further, in at least some such embodiments of the outboard motor, the atleast one transmission component is positioned substantially below theinternal combustion engine, between the internal combustion engine andthe propeller axis. Also, in at least some such embodiments of theoutboard motor, all cylinders of the internal combustion engine arepositioned substantially at or above a center of gravity of the internalcombustion engine. Additionally, in at least some such embodiments ofthe outboard motor, the engine includes (or is operated in conjunctionwith) at least one of a supercharger and a turbocharger, at least one ofa plurality of spark plugs, one or more electrical engine components,the supercharger, and the turbocharger is positioned above one or bothof the center of gravity of the internal combustion engine and thecrankshaft of the engine, and the outboard motor includes at least oneof an intercooler, a heat exchanger, and a circulation pump. Further, inat least some such embodiments of the outboard motor, all of thecylinders of the internal combustion engine have respective cylinderaxes that are oriented so as to be either vertical or to have verticalcomponents, and all of the cylinders of the internal combustion enginehave exhaust ports that are above the crankshaft of the engine.Additionally, in at least some embodiments of the outboard motor, theoutboard motor is configured to be attached to the marine vessel suchthat a front surface of the outboard motor would face the marine vesseland the aft surface would face away from the marine vessel when in thestandard operational position, the internal combustion engine has frontand aft sides, the front and aft sides respectively being proximate thefront and aft surfaces, respectively, and a power take off of theinternal combustion engine extends from the aft side of the internalcombustion engine.

Also, in at least some such embodiments of the outboard motor, either(a) one or more of a heat exchanger and an accessory drive output arepositioned at or extend from the front side of the internal combustionengine at or proximate to the front surface, or (b) one or more of anaccessory drive, a belt, one or more spark plugs, one or more electricalengine components, and one or more other serviceable components arepositioned at or proximate to a top side of the internal combustionengine or proximate to the front side of the internal combustion engineopposite the aft side of the internal combustion engine from which thepower take off extends. Additionally, in at least some embodiments ofthe outboard motor, (a) a flywheel is positioned aft of the internalcombustion engine, between an aft surface of the internal combustionengine and a first transmission component adjacent thereto, or (b) acenter of gravity of the internal combustion engine is above an axis ofthe crankshaft of the internal combustion engine. Also, in at least somesuch embodiments of the outboard motor, an aft surface of the internalcombustion engine is rigidly attached to a first transmission componentof the at least one transmission component, the first transmissioncomponent is further rigidly attached to a second transmission componentpositioned below the internal combustion engine, and the secondtransmission components is further rigidly attached (at least indirectlyby an additional rigid member) to the internal combustion engine,whereby in combination the internal combustion engine, first and secondtransmission components, and additional rigid member form a rigidcombination structure.

Further, in at least some such embodiments of the outboard motor, theoutboard motor further comprises a cowling that extends around at leasta portion of the outboard motor so as to form a housing therefore.Additionally, in at least some such embodiments of the outboard motor,at least one portion of the cowling extends around an upper portion ofthe outboard motor at which is located the internal combustion engine.Also, in at least some such embodiments of the outboard motor, a firstportion of the cowling is hingedly coupled to a second portion of thecowling by way of a hinge, and the hinge allows for rotation of thefirst portion of the cowling upward and aftward so that the one or moreserviceable components of the internal combustion proximate a topsurface or a front surface of the internal combustion engine areaccessible. Further, in at least some embodiments, the present inventionalso relates to a boat comprising such an outboard motor, the boat beinga marine vessel, the outboard motor being attached to a transom of theboat associated with a stern of the boat or a fishing deck of the boat.Additionally, in at least some such embodiments of the boat, an operatorstanding proximate the stern of the boat is able to access one or morecomponents of the internal combustion engine proximate one or more of afront surface and a top surface of the internal combustion engine thatare exposed when a cowling portion of the outboard motor is openedupward and aftward away from the stern of the boat. Also, in at leastsome such embodiments of the boat, the boat further comprises at leastone additional motor also attached to the transom or another portion ofthe boat, and each of the at least one additional motor is identical orsubstantially identical to the outboard motor.

Also, in at least some embodiments, the present invention relates to anoutboard motor configured for use with a marine vessel. The outboardmotor comprises a horizontal crankshaft automotive engine and means forcommunicating at least some rotational power output from the horizontalcrankshaft automotive engine to an output thrust device positioned belowthe horizontal crankshaft engine and configured to interact with waterwithin which the outboard motor is situated. Further, in at least somesuch embodiments of the outboard motor, the output thrust deviceincludes either a single propeller or two counterrotating propellers,the means for communicating includes a plurality of transmissiondevices, and a crankcase of the horizontal crankshaft automotive engineis made substantially or entirely from Aluminum.

Additionally, in at least some embodiments, the present inventionrelates to an outboard motor configured to be mounted on a marinevessel. The outboard motor comprises a housing including an upperportion and a lower portion, where at least one output shaft extendsoutward from the lower portion upon which at least one propeller issupported, and an engine configured to provide first torque at a firstshaft extending outward from the engine, the engine being substantiallysituated within the housing. The outboard motor further comprises afirst transmission device that is in communication with the first shaftso as to receive the output torque and configured to cause second torqueincluding at least some of the first torque to be communicated to afirst location beneath the engine, a second transmission deviceconfigured to receive the second torque and to cause third torqueincluding at least some of the second torque to be communicated to asecond location beneath the first location within or proximate to thelower portion, and a third transmission device positioned within orproximate to the lower portion that is configured to receive the thirdtorque and cause at least some at least some of the third torque to beprovided to the at least one output shaft.

In at least some such embodiments of the outboard motor, the first shaftis a crankshaft of the engine and extends aftward from the engine alonga horizontal or substantially horizontal crankshaft axis, and a centerof gravity of the engine is positioned above the horizontal crankshaftaxis. Further, in at least some such embodiments of the outboard motor,the third transmission device is situated at least partly within a gearcasing of the lower portion, the gear casing having at least a portionthat is substantially torpedo-shaped. Also, in at least some suchembodiments of the outboard motor, the at least one output shaftincludes a first output shaft and the at least one propeller includes afirst propeller. Additionally, in at least some such embodiments of theoutboard motor, the third transmission device is situated at leastpartly within a gear casing of the lower portion, the gear casing housestherewithin first and second pinions, each of the first and secondpinions is configured to receive a respective portion of the thirdtorque, the first and second pinions are respectively configured torotate in opposite directions, the gear casing further houses first andsecond additional gears are both axially aligned with the first outputshaft, the first and second additional gears respectively engage thefirst and second pinions in a manner such that opposite rotation of thefirst and second pinions relative to one another causes both of thefirst and second additional gears to rotate in a shared direction, andwherein such operation allows for the gear casing to have a reducedcross-sectional area.

Additionally in at least some such embodiments of the outboard motor,the third transmission device additionally has third and fourth gearsrespectively situated above and coupled to the first and second pinions,respectively, and the third gear is coupled at least indirectly to thesecond transmission device so as to receive the third torque and drivesthe fourth gear. Also, in at least some such embodiments of the outboardmotor, the third transmission device is either a twin piniontransmission device or a single pinion transmission device. Further, inat least some such embodiments of the outboard motor, the at least oneoutput shaft additionally includes a second output shaft and the atleast one propeller includes a second propeller, and the thirdtransmission device is configured to cause the first and second outputshafts to rotate in respectively opposite directions upon receiving thethird torque such that the first and second propellers rotate inrespectively opposite directions. Also, in at least some suchembodiments of the outboard motor, the second transmission deviceincludes (or is configured to receive the second torque via) anintermediate shaft, where the intermediate shaft is below andsubstantially parallel to the first shaft. Further, in at least somesuch embodiments of the outboard motor, the second transmission deviceis a multi-plate wet disk clutch transmission, and the third torque iscommunicated from the second transmission device to the thirdtransmission device via an additional shaft that is substantiallyvertical in orientation. Also, in at least some such embodiments of theoutboard motor, the second transmission device is capable of beingcontrolled to achieve forward, neutral, and reverse states, where in theforward state the second transmission device is configured tocommunicate the third torque in a first rotational direction, where inthe reverse state the second transmission device is configured tocommunicate the third torque in a second rotational direction, and wherethe third transmission device is a twin pinion transmission device.

Further, in at least some such embodiments of the outboard motor, thefirst transmission device includes one of (a) a series of gears eachhaving a respective axis extending parallel to a first axis of the firstshaft extending outward from the engine, (b) a first wheel or geardriven by the first shaft in combination with a second wheel or gearthat drives a secondary shaft for providing the second torque further incombination with a belt or chain for linking the respective wheels orgears, or (c) first and second 90 degree type gear arrangements thatinteract such that the first torque provided via the first shaft iscommunicated from the first 90 degree type gear arrangement downward viaan intermediary shaft to the second 90 degree type gear arrangement,which in turn outputs the second torque. Also, in at least some suchembodiments of the outboard motor, either (a) the first transmissiondevice includes a transfer case that includes an arrangement of gears orother components that interact so that first rotational movementreceived from the first shaft is converted into second rotationalmovement accompanying the second torque, the second rotational movementdiffering in speed or magnitude from the first rotational movement, or(b) the second torque includes substantially all of the first torque,the third torque includes substantially all of the second torque, andthe output shaft receives substantially all of the third torque.

Further, in at least some such embodiments of the outboard motor, an oilreservoir for holding oil for the second transmission device is locatedwithin a mid portion of the outboard motor, between the secondtransmission device and the third transmission device. Also, in at leastsome such embodiments of the outboard motor, the oil reservoir is either(a) cooled by water coolant arriving from the lower portion of theoutboard motor, or (b) is capable of holding substantially 5 Liters ormore of oil. Further, in at least some such embodiments of the outboardmotor, in addition to the oil reservoir for the second transmissiondevice, each of the engine, the first transmission device, and thirdtransmission device additionally has a further respective dedicated oilreservoir or repository of its own, so as to enhance operationalrobustness of the outboard motor.

Also, in at least some such embodiments of the outboard motor, a flow ofrotational power from the engine to a propeller located at an aft end ofa first propeller shaft of the at least one output shaft follows anS-shaped route from the engine to the first transmission device to thesecond transmission device to the third transmission device and finallyto the propeller. Additionally, in at least some such embodiments of theoutboard motor, a gear ratio achieved between the output shaft and afirst propeller shaft of the at least one propeller shaft can be variedby an operator by modifying at least one characteristic of at least oneof the first, second, and third transmission devices. Further, in atleast some such embodiments of the outboard motor, an aft surface of theengine is rigidly attached to the first transmission device, the firsttransmission device is further rigidly attached to the secondtransmission device, and the second transmission device is furtherrigidly attached (at least indirectly by an additional rigid member) tothe internal combustion engine, whereby in combination the engine, firstand second transmission devices, and additional rigid member form arigid combination structure. Also, in at least some such embodiments ofthe outboard motor, the outboard motor further comprises a tubularassembly that provides mountings for the engine and each of thetransmission devices, where a first of the mountings provided by thetubular assembly is located at a midsection of the tubular assembly,where proximate the midsection is further provided at least one of anoil sump, a fuel sump and a fuel pump, and where the tubular assemblyincludes at least a first tube that serves as a conduit for exhaustproduced by the engine.

Additionally, in at least some embodiments, the present inventionrelates to a method of operating an outboard engine. The method includesproviding first torque from the engine at a first shaft extendingaftward from the engine, causing second torque including at least someof the first torque to be provided to a first location below the engineat least in part by way of a first transmission device, causing thirdtorque including at least some of the second torque to be provided to asecond location below the first location at least in part by way of asecond transmission device, and causing fourth torque including at leastsome of the third torque to be provided to a propeller supported inrelation to a torpedo portion of the outboard engine.

Further, in at least some embodiments, the present invention relates toan outboard motor for a marine application comprising an upper portionwithin which is situated an engine that generates torque, and a lowerportion including a gear casing, where a propeller output shaft extendsaftward from the gear casing along an axis drives rotation of apropeller. Additionally, the gear casing includes each of: (a) first andsecond pinions, where each of the first and second pinions is configuredto receive a respective portion of the torque generated by the enginevia at least one transmission device, and where the first and secondpinions are respectively configured to rotate in opposite directions;(b) first and second additional gears that are both axially aligned withthe axis and coupled to or integrally formed with the propeller outputshaft, where the first and second additional gears respectively engagethe first and second pinions in a manner such that opposite rotation ofthe first and second pinions relative to one another causes both of thefirst and second additional gears to rotate in a shared direction; and(c) an exhaust port formed at or proximate an aft end of the gearcasing, the exhaust port allowing exhaust provided thereto via at leastone channel within the lower portion to exit the outboard motor.

Additionally, in at least some such embodiments of the outboard motor,at least one water inlet is formed along the lower portion by whichwater coolant is able to enter the outboard motor from an external watersource. Further, in at least some such embodiments, the at least onewater inlet includes a lower water inlet formed along a bottom frontsurface of the gear casing and at least one upper water inlet formedalong at least one side surface of the lower portion at a locationsubstantially midway between a top of the lower portion and the bottomfront surface. Also, in at least some such embodiments of the outboardmotor, the at least one upper water inlet includes port and starboardupper water inlets formed along port and starboard side surfaces of thelower portion. Further, in at least some such embodiments of theoutboard motor, operation of the upper water inlets can be tuned byplacing or modifying one or more cover plates over the upper waterinlets so as to partly or entirely cover over one or more orificesformed within the port and starboard side surfaces in various manners,further operation of the lower water inlet can be tuned by placing anadditional cover plate over or in relation to the lower water inlet, andall of the water inlets are positioned forward of the first and secondpinions toward a forward side of the outboard motor, the outboard motorbeing configured so that the forward side faces a marine vessel when theoutboard motor is attached to the marine vessel.

Additionally, in at least some such embodiments of the outboard motor,(a) at least one of the orifices is entirely covered over by way of atleast one of the cover plates, so as to preclude any of the watercoolant from entering the at least one orifice, or (b) the additionalcover plate is added so as to block the lower water inlet and therebypreclude any of the water coolant from entering the lower water inlet.Further, in at least some such embodiments of the outboard motor, an oildrain screw associated with an oil reservoir for the gear casingextends, from within the lower portion, toward the lower water inletwithout protruding out of the lower portion, whereby the oil drain screwcan be accessed to allow draining of oil from the gear casing, andwhereby a positioning of the oil drain screw is such that no portion ofthe oil drain screw protrudes out beyond an exterior surface of the gearcasing. Also, in at least some such embodiments of the outboard motor,the lower housing includes a front coolant chamber configured to receivethe water coolant able to enter the outboard motor via the at least onewater inlet. Additionally, in at least some such embodiments of theoutboard motor, the outboard motor further comprises first and secondtransfer gears respectively coupled to the first and second pinions byway of first and second additional downward shafts extendingrespectively from the first and second transfer gears to the first andsecond pinions, respectively, where the first and second transfer gearsengage one another and the first transfer gear receives at least some ofthe torque generated by the engine from a transmission device positionedabove the first and second transfer gears by way of an intermediateshaft extending from the transmission device to the first transfer gear.

Also, in at least some such embodiments of the outboard motor, theoutboard motor further comprises a mid portion in between the upperportion and the lower portion, where the mid portion and lower portionare configured so that at least a first portion of the water coolantreceived by the front coolant chamber passes by the first and secondtransfer gears so as to cool the first and second transfer gears.Additionally, in at least some such embodiments of the outboard motor,the outboard motor further comprises an oil reservoir for thetransmission device, the oil reservoir being positioned below thetransmission device and above the first and second transfer gears withinthe mid portion, where the mid portion and lower portion are configuredso that at least the first portion or a second portion of the watercoolant received by the front coolant chamber passes by the oilreservoir so as to cool oil within the oil reservoir. Further, in atleast some such embodiments of the outboard motor, Archimedes spiralmechanisms are formed in relation to each of the first and secondadditional downward shafts, such that oil is conducted upwards from areservoir portion within the gear casing to the first and secondtransfer gears regardless of whether the outboard motor is operating aforward or reverse direction. Also, in at least some such embodiments ofthe outboard motor, the outboard motor further comprises a mid portionin between the upper portion and the lower portion, where a transmissiondevice capable of forward-neutral-reverse operation is positioned withinthe mid portion above the first and second pinions, and where therespective portions of the torque are supplied to the first and secondpinions at least indirectly from the transmission device.

Additionally, in at least some such embodiments of the outboard motor,the lower portion includes an exhaust cavity positioned aftward of thefirst and second pinions, the exhaust cavity being configured to receiveexhaust provided thereto from the engine and being coupled by way of orconstituting the at least one channel by which the exhaust is providedto the exhaust port. Further, in at least some such embodiments of theoutboard motor, the exhaust port includes a plurality of exhaust portsections positioned around the propeller output shaft and separated fromone another by a plurality of axially extending vanes. Also, in at leastsome such embodiments of the outboard motor, the lower portion includesa cavitation plate extending aftward along a top portion of the lowerportion above the propeller, and the cavitation plate includes at leastone of a (a) cavity within which water coolant circulating within theoutboard motor arrives after performing cooling within the outboardmotor and prior to exiting the outboard motor, the cavity at leastpartly in communication with the exhaust cavity and (b) a sacrificialanode.

Further, in at least some embodiments, the present invention relates toan outboard motor for a marine application that comprises an upperportion within which is situated an engine that generates torque, and alower portion including a gear casing, where a propeller output shaftextends aftward from the gear casing along an axis drives rotation of apropeller. The gear casing has: (a) first and second pinions coupledrespectively to first and second gears by way of first and seconddownwardly-extending shafts, respectively, where each of the first andsecond gears is configured to receive a respective portion of the torquegenerated by the engine via at least one transmission device, and wherethe first and second pinions are configured to rotate in oppositedirections; (b) first and second additional gears that are both axiallyaligned with the axis and coupled to or integrally formed with thepropeller output shaft, where the first and second additional gearsrespectively engage the first and second pinions in a manner such thatopposite rotation of the first and second pinions relative to oneanother causes both of the first and second additional gears to rotatein a shared direction; and (c) a plurality of tunable water inletsformed along one or more forward surfaces of the lower portion, thetunable water inlets being configurable to allow or preclude entry ofwater coolant from an external water source to enter into the lowerportion, wherein the lower portion is configured so that at least someof the water coolant entering the lower portion passes by the first andsecond gears so as to cool the first and second gears.

Additionally, in at least some such embodiments of the outboard motor,at least one of the lower portion, upper portion and a mid portionbetween the lower and upper portions is configured to direct at leastsome of the water coolant toward or by at least one of: (a) an oilreservoir for a transmission device; (b) a heat exchanger configured tocool glycol engine coolant upon receiving the water coolant; and (c) anexhaust conduit receiving exhaust from the engine. Further, in at leastsome such embodiments of the outboard motor, the engine is a horizontalcrankshaft engine, and the at least one transmission device includes awet disk clutch transmission. Also, the present invention also relatesin at least some embodiments to a marine vessel comprising suchembodiments of the outboard motor.

Further, in at least some embodiments, an outboard motor includes alower portion having one or more tunable water inlets. In some suchembodiments, there are one or two upper water inlets locatedsubstantially midway between top and bottom regions of the lowerportion. In other embodiments, there is at least one tunable water inletalong a bottom surface of a gear case. In at least some suchembodiments, one or more water inlets are tunable by placement of one ormore covers (e.g., cover plates, clamshell-type structures, etc.) thatentirely or partly block entry of water into an interior of the lowerportion via the one or more water inlets. Water entering via the inletscan proceed into the outboard motor for use for cooling.

Additionally, in at least some embodiments, the present inventionrelates to a mounting system for connecting an outboard motor to amarine vessel. The mounting system comprises a swivel bracket structurehaving a steering tube structure and providing a steering axis aboutwhich the swivel bracket structure is capable of rotating, and a pair ofclamp bracket structures extending from the swivel bracket structure.The mounting system also comprises a first steering yoke structureconnected to the swivel bracket structure by way of the steering tubestructure, and including a first crosspiece mounting structure thatincludes a pair of first steering yoke structure mount portions whichcan be used to couple the swivel bracket structure to the outboardengine, the pair of first steering yoke structure mount portionsseparated by a first distance. The mounting system further comprises asecond steering yoke structure connected to the swivel bracket structureby way of the steering tube structure, and including a second steeringyoke structure mount portion which can be used to couple the swivelbracket structure to the outboard engine, the second steering yokestructure mount portion positioned between the pair of first steeringyoke structure mount portions.

Further, in at least some such embodiments of the mounting system, eachof the pair of first steering yoke structure mount portions includes arespective first passage and the second steering yoke structure mountportion includes a second passage. Also, in at least some suchembodiments of the mounting system, the second steering yoke structuremount portion passage is below and between the pair of first steeringyoke structure mount portions. Additionally, in at least some suchembodiments of the mounting system, the outboard motor includes ahorizontal crankshaft engine.

Also, in at least some embodiments, the present invention relates to amounting system for connecting an outboard motor to a marine vessel. Themounting system includes a swivel bracket structure having a steeringtube structure and providing a steering axis about which the swivelbracket structure is capable of rotating, and a pair of clamp bracketstructures extending from the swivel bracket structure. The mountingsystem further includes a first steering yoke structure connected to theswivel bracket structure about a steering tube structure, and includinga first crosspiece mounting structure that includes a pair of firststeering yoke structure mount portions which can be used to couple theswivel bracket structure to the outboard engine, the pair of firststeering yoke structure mount portions separated by a first distance.The mounting system additionally includes a second steering yokestructure connected to the swivel bracket structure about the steeringtube structure, and including a pair of second steering yoke structuremount portions which can be used to couple the swivel bracket structureto the outboard engine, the pair of second steering yoke structure mountportions separated by a second distance, where the first distance isgreater than the second distance, thereby providing convergence from thepair of first steering yoke structure mount portions to the pair ofsecond steering yoke structure mount portions.

Further, in at least some such embodiments of the mounting system, eachof the pair of first steering yoke structure mount portions includes apassageway and the first distance is at least about the distance betweenrespective centers of the passageways. Additionally, in at least somesuch embodiments of the mounting system, each of the pair of secondsteering yoke structure mount portions includes a passageway and thesecond distance is at least about the distance between respectivecenters of the passageways. Also, in at least some such embodiments ofthe mounting system, the first crosspiece mounting structure is centeredor substantially centered about the steering tube structure, and thecrosspiece mounting structure terminates in the pair of mount portions.Additionally, in at least some such embodiments of the mounting system,the clamp bracket structures are symmetric with respect to one another.Further, in at least some such embodiments of the mounting system, theclamp bracket structures are capable of being affixed rigidly orsubstantially rigidly to the marine vessel. Also, in at least some suchembodiments of the mounting system, the crosspiece mounting structureterminates in the pair of mount portions.

Additionally, in at least some such embodiments of the mounting system,a steering axis extends longitudinally along the center of steering tubestructure and provides an axis of rotation. Also, in at least some suchembodiments of the mounting system, the axis of rotation is vertical orsubstantially vertical. Further, in at least some such embodiments ofthe mounting system, the mounting system further includes a tilt tubestructure having an axis of rotation that permits at least one oftilting and trimming about the axis of rotation, and the axis ofrotation of the tilt tube structure further coincides with an axis ofactuation of a power steering actuator that is generally housed withinthe tilt tube structure. Also, in at least some such embodiments of themounting system, the mounting system further includes a tilt tubestructure having an axis of rotation. Further, in at least some suchembodiments of the mounting system, the swivel bracket structure isrotatable about the tilt tube axis of rotation. Additionally, in atleast some such embodiments of the mounting system, the swivel bracketstructure is at least one of tiltable and trimmable about the tilt tubeaxis of rotation. Also, in at least some such embodiments of themounting system, the tilt tube axis of rotation is horizontal orsubstantially horizontal and, by virtue of swiveling around the tilttube axis of rotation, it is possible to rotate the outboard motor inrelation to a transom of the marine vessel so as to bring a lowerportion of the marine vessel out of the water within which it wouldordinarily be situated.

Also, in at least some embodiment, the present invention relates to amounting system for connecting an outboard motor to a marine vessel. Themounting system comprises a swivel bracket structure having a steeringtube structure and providing a steering axis about which the swivelbracket structure is capable of rotating, and a pair of clamp bracketstructures extending from the swivel bracket structure. The mountingsystem further comprises a tilt tube structure having an axis ofrotation, the tilt tube structure housing (at least in part) a powersteering cylinder having a central axis that coincides, or substantiallycoincides, with the tilt tube structure axis of rotation. Further, in atleast some such embodiments of the mounting system, the power steeringcylinder includes a power steering piston that is capable of movingwithin the steering cylinder in response to power steering fluidmovement. Additionally, in at least some such embodiments of themounting system, the swivel bracket structure is rotatable about thetilt tube axis of rotation. Further, in at least some such embodimentsof the mounting system, the swivel bracket structure is at least one oftiltable and trimmable about the tilt tube axis of rotation. Also, in atleast some such embodiments of the mounting system, the tilt tube axisof rotation is horizontal.

Additionally, in at least some such embodiments of the mounting system,the mounting system further comprises a first steering yoke structureconnected to the swivel bracket structure by way the steering tubestructure, and including a first crosspiece mounting structure thatincludes a pair of first steering yoke structure mount portions whichcan be used to couple the swivel bracket structure to the outboardengine, the pair of first steering yoke structure mount portionsseparated by a first distance, and a second steering yoke structureconnected to the swivel bracket structure by way of the steering tubestructure, and including a second steering yoke structure mount portionwhich can be used to couple the swivel bracket structure to the outboardengine, the second steering yoke structure mount portion positionedbetween the pair of first steering yoke structure mount portions. Also,in at least some such embodiments of the mounting system, the mountingsystem further comprises a first steering yoke structure connected tothe swivel bracket structure about a steering tube structure, andincluding a first crosspiece mounting structure that includes a pair offirst steering yoke structure mount portions which can be used to couplethe swivel bracket structure to the outboard engine, the pair of firststeering yoke structure mount portions separated by a first distance,and a second steering yoke structure connected to the swivel bracketstructure about the steering tube structure, and including a pair ofsecond steering yoke structure mount portions which can be used tocouple the swivel bracket structure to the outboard engine, the pair ofsecond steering yoke structure mount portions separated by a seconddistance, wherein the first distance is greater than the seconddistance, thereby providing convergence from the pair of first steeringyoke structure mount portions to the pair of second steering yokestructure mount portions.

Further, in at least some embodiments, the present invention relates toa method of cooling an outboard motor having a lower portion, a midportion, an upper portion, a first transmission disposed in the upperportion and a second transmission disposed in the mid portion. Themethod includes receiving, into the lower portion of the outboard motor,an amount of cooling water, and flowing the amount of cooling watergenerally upwardly into the mid portion of the outboard motor and pastthe second transmission. In at least some such embodiments of themethod, the amount of cooling water is received into the lower portionof the outboard motor via a plurality of water inlets, and/or thecooling water cools at least in part the second transmission. Also, inat least some such embodiments of the method, the amount of coolingwater that is flowing upwardly in the mid portion of the outboard motorflows vertically or substantially vertically. Further, in at least somesuch embodiments of the method, the amount of cooling water flowing intothe mid portion of the outboard motor also flows generally rearwardly inthe mid portion past at least one of a pair of transfer gears and asecond transmission oil reservoir to cool any oil in the reservoir.Also, in at least some such embodiments of the method, an engine isdisposed in the upper portion of the outboard motor and the amount ofcooling water flows from the mid portion generally upwardly into theupper portion.

Additionally, in at least some such embodiments of the method, themethod further comprises flowing the amount of cooling water forwardlyto a water pump. Also, in at least some such embodiments of the method,the method further comprises pumping, using the water pump, the amountof cooling water into and through, so as to cool, an engine heatexchanger and an engine oil cooler. Further, in at least some suchembodiments of the method, the method further comprises cooling a heatexchanger fluid at the heat exchanger using the amount of cooling waterand further cooling an amount of oil at the engine oil cooler using theamount of water. Additionally, in at least some such embodiments of themethod, the method further comprises, after exiting the engine heatexchanger and engine oil cooler, flowing the amount of water generallydownwardly, toward and into at least one chamber surrounding a pluralityof exhaust channels, and further flowing the amount of water backupwardly into at least one exhaust manifold, so as to cool exhaust.Also, in at least some such embodiments of the method, cooling waterflows in a direction counter to a direction of exhaust flow so as tocool the exhaust (while in the at least one chamber surrounding theexhaust channels). Further, in at least some such embodiments of themethod, after exiting the at least one exhaust manifold, the amount ofcooling water flows downwardly, through one or more mufflers, and pastthe first transmission and, in so doing, cools the one or more mufflersand the first transmission. Also, in at least some such embodiments ofthe method, the method further comprises flowing the amount of coolingwater out of the outboard motor, by way of the lower portion.

Further, in at least some embodiments, the present invention relates toa method of cooling an outboard motor having a lower portion, a midportion, and an upper portion. The method comprises receiving, into thelower portion of the outboard motor, an amount of cooling water, andflowing the amount of water upwardly from the lower portion to andthrough the mid portion and into the upper portion. The method alsoincludes flowing a first portion of the amount of water into a firstwater pump and pumping the water from the first pump into and throughone or more engine heat exchangers (e.g., and engine coolant heatexchanger and/or an engine oil cooler) and, after exiting the engineheat exchanger(s), flowing the first portion of the cooling water out ofthe outboard motor by way of the lower portion. The method furtherincludes flowing a second portion of the amount of water into a secondwater pump and pumping the second portion into chambers surroundingrespective exhaust channels to cool exhaust flowing within the channels,and flowing the second portion of the amount of cooling water through aplurality of mufflers and past a first transmission disposed in theupper portion, and in so doing, cooling the mufflers and the firsttransmission. The method additionally includes flowing the secondportion of the amount of cooling water from the mufflers and the firsttransmission, out of the outboard motor.

Additionally, in at least some such embodiments of the method, themethod further comprises flowing the amount of cooling water generallyupwardly into the mid portion of the outboard motor and past, so as tocool, the second transmission disposed in the mid portion. Further, inat least some such embodiments of the method, the method furthercomprises cooling the engine in the upper portion by cooling enginecoolant using a heat exchanger and cooling engine oil using an engineoil cooler. Also, in at least some such embodiments of the method, themethod further comprises at least one of: (a) flowing the second portionof the amount of cooling water to, so as to cool, an intercooler, and(b) flowing a third portion of the amount of water into a third waterpump and pumping the third portion of the amount of cooling water to, soas to cool, an intercooler. Further, in at least some such embodimentsof the method, the intercooler is an aluminum intercooler, and air toglycol water cooling is performed at the intercooler.

Further, in at least some embodiments, the present invention relates toa rigid body structure for use with outboard motor comprising aninternal combustion engine that is rigidly attached to a first a firsttransmission assembly, a second transmission assembly positioned belowthe internal combustion engine and connected the first transmissionassembly, and an additional rigid member connected to the secondtransmission assembly and to the internal combustion engine, whereby incombination the internal combustion engine, first and secondtransmission assemblies, and the additional rigid member form a rigidbody structure. Additionally, in at least some such embodiments of therigid body structure, the internal combustion engine is a horizontalcrankshaft engine. Further, in at least some such embodiments of therigid body structure, the rigid body structure is rectangular orsubstantially rectangular in shape. Also, in at least some suchembodiments of the rigid body structure, the rigid body structureincludes a fastener which permits adjustability in the assembly of therigid body structure.

Additionally, in at least some embodiments, the present inventionrelates to a progressive mounting assembly of an outboard motor alsohaving a transom mounting assembly, the progressive mounting assemblyfor use in allowing connection of the outboard motor to a transom of amarine vessel by way of the transom mounting assembly. The progressivemounting assembly includes a steering yoke structure capable of beingused with the transom mounting assembly, a mounting bracket structureconnected to the steering yoke structure and mountable to a remainder ofthe outboard motor, and a thrust mount structure in operable associationwith the steering yoke structure and the mounting bracket structure suchthat the thrust mount structure is capable of transferring force induring an operational range of the outboard motor. Further, in at leastsome such embodiments of the progressive mounting assembly, the thrustmount structure contacts the lower yoke assembly and is deformedtransferring a moderate to substantial force.

Also, in at least some embodiments, the present invention relates to anoutboard motor adapted for use with a marine vessel. The outboard motorcomprises an internal combustion engine positioned substantially withinan upper portion of the outboard motor, where the internal combustionengine is configured to output rotational power at a crankshaft andfurther output exhaust from at least one engine cylinder duringoperation of the engine, and a first exhaust conduit that is configuredto communicate at least some of the exhaust downward from the engine toa gear casing at a lower portion of the outboard motor, where theexhaust is able to exit the lower portion by way of at least one orificeformed in an aft surface of the gear casing positioned in front of apropeller attached to the gear casing. The outboard motor furthercomprises at least one water inlet positioned proximate a front surfaceof the lower portion by which water coolant is able to enter into thelower portion from an exterior water source, and at least one channelleading from the at least one water inlet to a portion of the exhaustconduit, the least one channel being configured to direct at least someof the water coolant to pass in proximity to the exhaust conduit so asto cool the exhaust communicated by the exhaust conduit.

Further, in at least some such embodiments of the outboard motor, the atleast one engine cylinder includes a plurality of engine cylinders,where the first exhaust conduit is configured to receive the exhaustfrom a first cylinder along a first side of the engine, and the outboardmotor further comprises a second exhaust conduit that is configured toreceive additional exhaust from a second cylinder along a second side ofthe engine and to communicate at least some of the additional exhaustdownward from the engine to the gear casing. Also, in at least some suchembodiments of the outboard motor, the first and second exhaust conduitsrun along port and starboard sides of the outboard motor so as tominimize heat transfer from the exhaust conduits to one or both of oilor other internal engine components. Additionally, in at least some suchembodiments of the outboard motor, the outboard motor further comprisesthird and fourth exhaust conduits that link the first and second exhaustconduits, respectively, with first and second mufflers, respectively,the first and second mufflers being positioned aftward of the internalcombustion engine substantially along first and second sides of a firsttransmission. Also, in at least some such embodiments of the outboardmotor, the first and second mufflers are coupled in a manner tending toreduce or ameliorate noise associated with the exhaust and additionalexhaust communicated from the engine.

Further, in at least some such embodiments of the outboard motor, outputports of the first and second mufflers are coupled to output orificesformed within an upper portion of a cowling of the outboard motor, wherepositioning of the orifices within the upper portion minimizes waterentry into the orifices, and where the upper portion of the cowlingfurther includes at least one air intake port. Additionally, in at leastsome embodiments, the engine is a horizontal crankshaft engine thatoutputs the exhaust communicated by the exhaust conduits. Also, in atleast some embodiments, coolant for cooling exhaust flows in a directopposite or counter a direction of flow of the exhaust leaving theengine.

Additional alternate embodiments are also possible. For example, in someother embodiments, more than one (e.g., two) of the outboard motors suchas the outboard motor 104 are positioned on a single marine vessel suchas the marine vessel 102 to form a marine vessel assembly.

It is specifically intended that the present invention not be limited tothe embodiments and illustrations contained herein, but include modifiedforms of those embodiments including portions of the embodiments andcombinations of elements of different embodiments as come within thescope of the following claims.

We claim:
 1. An outboard motor configured to be mounted on a marine vessel, the outboard motor comprising: a housing including an upper portion and a lower portion, wherein at least one output shaft extends outward from the lower portion upon which at least one propeller is supported; an engine configured to provide first torque at a first shaft extending outward from the engine, the engine being substantially situated within the housing; a first transmission device that is in communication with the first shaft so as to receive the first torque and configured to cause second torque including at least some of the first torque to be communicated to a first location beneath the engine; at least one additional transmission device configured to receive the second torque and to cause third torque including at least some of the second torque to be at least indirectly communicated to the at least one output shaft, wherein the first transmission device additionally includes: a plurality of power train components including a plurality of gears; a primary housing structure within which the power train components are supported and also including an access orifice; and a cover structure configured to cover over the access orifice when attached to the primary housing structure, wherein the first transmission device is configured so that, when the cover structure is removed from the primary housing structure, one or more of the power train components are accessible by way of the access orifice, whereby accessing and modification of one or more of the power train components is facilitated so as to facilitate modification of a gear ratio of the first transmission device.
 2. The outboard motor of claim 1, wherein the power train components include a first change gear supported upon an input shaft of the first transmission device, the input shaft being either a portion of the first shaft or indirectly coupled to the first shaft, wherein the first change gear is accessible so as to be removable from the first transmission device and replaced by an alternate gear when the cover structure is removed from the primary housing structure.
 3. The outboard motor of claim 2, wherein the power train components include a second change gear supported upon an intermediate shaft of the first transmission device, the intermediate shaft indirectly coupled to an additional output shaft by which the second torque is communicated from the first transmission device, wherein the second change gear is accessible so as to be removable from the first transmission device and replaced by a further alternate gear when the cover structure is removed from the primary housing structure.
 4. The outboard motor of claim 3, wherein each of the input shaft and intermediate shaft is supported in relation to the first transmission device by way of a respective pair of bearing assemblies.
 5. The outboard motor of claim 4, wherein at least one of the bearing assemblies of each of the pairs of bearing assemblies includes a respective shim, and wherein each of the bearing assemblies includes a respective cone and a respective cup.
 6. The outboard motor of claim 5, wherein each of the first and second change gears can be replaced without any modifications to the respective shims of the bearing assemblies by which the input shaft and intermediate shaft are supported.
 7. The outboard motor of claim 4, wherein at least one of the bearing assemblies of each of the pairs of bearing assemblies is supported at least in part by the cover structure.
 8. The outboard motor of claim 3, wherein the power train components additionally include first and second nuts that can be tightened so as to fixedly attach the first and second change gears to the input and intermediate shafts, respectively, and that can respectively be loosened and removed so as to allow removal of the first and second change gears, respectively.
 9. The outboard motor of claim 3, further comprising a first additional gear also supported upon the intermediate shaft, a second additional gear supported on an additional intermediate shaft, and a third additional gear supported on an additional output shaft; wherein the first change gear is in contact with the second change gear, the first additional gear is in contact with the second additional gear, and the second additional gear is in contact with the third additional gear so that rotation of the first change gear indirectly causes rotation of the additional output shaft; and wherein the first change gear has a first diameter that is less than, equal to, or greater than a second diameter of the second change gear.
 10. The outboard motor of claim 1, wherein an oil pump is integrated with the first transmission device, and wherein the first transmission device and oil pump are configured so that operation of the first transmission device causes the oil pump to pressurize and output oil.
 11. The outboard motor of claim 10, wherein the oil pump includes an annular orifice, wherein the first transmission device and oil pump are configured so that an additional shaft of the first transmission device is positioned so as to pass through the annular orifice, such that rotation of the first shaft of the engine at least indirectly causes corresponding rotation of the additional shaft, which in turn causes the oil pump to pressurize and output the oil.
 12. The outboard motor of claim 11, wherein each of the first shaft and the additional shaft extends in a substantially horizontal manner, and wherein the oil pump is a gerotor type pump.
 13. The outboard motor of claim 10, further comprising an oil filter associated with the oil pump and at least one channel, wherein the outboard motor is further configured so that the oil output by the oil pump is delivered to the oil filter at which the oil is filtered, and so that the filtered oil is communicated via the at least one channel to at least one of the power train components, a component of the at least one additional transmission device, and an additional component of the outboard motor.
 14. A method of modifying a gear ratio of a first transmission device on an outboard motor, the method comprising: removing a cover from a primary housing of the first transmission device so as to reveal power train components supported within the primary housing, the power train components including first and second gears; removing first and second fastening components by which the first and second gears are respectively affixed to first and second shafts respectively extending within the first transmission device; removing the first and second gears from the first transmission device via an orifice within the primary housing; providing third and fourth gears respectively as replacements for the first and second gears, respectively; affixing the third and fourth gears with respect to the first and second shafts; and attaching the cover to the primary housing.
 15. The method of claim 14, wherein each of the first and second fastening components is a respective nut, wherein the first transmission device includes a plurality of bearing assemblies with shims for supporting the shafts therewithin, and wherein the modifying of the gear ratio does not require any modification to the shims.
 16. The method of claim 14, wherein the affixing of the third and fourth gears includes attaching the first and second fastening components to the first and second shafts, wherein the first shaft is part of or driven by an output shaft of an engine of the outboard motor, and wherein the second shaft is an internal shaft within the first transmission device.
 17. The method of claim 14, further comprising: providing an oil pump that is integrated within the first transmission device and supported in relation to at least one of the first shaft, the second shaft, or an additional shaft of the first transmission device.
 18. A method of operating the first transmission device of claim 18, further comprising operating the first transmission device so as to cause rotation of each of the first shaft, the second shaft, and the additional shaft, wherein the oil pump is supported in relation to the additional shaft, wherein the rotation of the additional shaft causes the oil pump to drive oil to an oil filter that is in turn provided to at least one component of the outboard motor, and wherein the oil pump is a gerotor type pump.
 19. A transmission device for implementation in an outboard motor configured to be mounted on a marine vessel, the transmission device comprising: a plurality of power train components including a plurality of gears and a plurality of shafts, the plurality of shafts including an input shaft and an output shaft, wherein the power train components are arranged so that input rotation of the input shaft results in output rotation of the output shaft; a primary housing portion within which the plurality of power train components are at least partly positioned; a secondary housing portion that is configured to be affixable to and removable from the primary housing portion, wherein the primary housing portion and the secondary housing portion are configured so that the secondary housing when affixed to the primary housing covers over an opening with the secondary housing portion; and an oil pump that is formed as part of the transmission device, wherein the transmission device with the oil pump is configured so that the oil pump is driven to pressurize and output oil when the transmission device is operating to communicate rotational power.
 20. The transmission device of claim 19, wherein at least two of the plurality of gears are accessible from a location outside of the transmission device when the secondary housing portion is removed, whereby the at least two gears can be replaced by at least two replacement gears so that a gear ratio of the transmission device is altered.
 21. The transmission device of claim 20, wherein the oil pump is mounted upon a first of the shafts of the transmission device such that rotational movement of the first shaft drives the oil pump to pressurized and output the oil, and wherein at least some of the oil that is output is delivered to at least one bearing of the transmission device. 